Hugh Janus

2020 Triumph Scrambler 1200 XC (Triumph /)Triumph’s Scrambler 1200 XC and XE models try to plant a foot in two separate moto worlds, and they mostly succeed. By looks alone, you’d peg these as classically styled casual scrambler rigs, but dig deeper—and take a gander at the price tag—and you’ll wonder if maybe they’re meant more for the hardcore adventure crowd. Both the 1200 XC and XE carry the same identically tuned 1,200cc parallel-twin engine and are made to handle street scenarios as well as off-road adventure, and both pack top-shelf components, including triple-disc Brembo brakes, Showa forks, and Öhlins shocks, tubeless wire-spoked 21- and 17-inch wheels, LED lighting, electronic rider aids, and a TFT display that is Bluetooth and GoPro camera enabled. Of the two, the XC model is a more pavement-minded all-rounder while the up-spec XE brings better off-road capability with longer-travel suspension, cornering traction control, and an Off-Road Pro riding mode. 2020 Triumph Scrambler 1200 XE (Triumph /)2020 Triumph Scrambler 1200 Reviews, Comparisons, And Competition The Scramblers live up to their billing for the most part too; on our First Ride, we felt the “suspension action of both models is phenomenal for a scrambler-type motorcycle and excellent if you put them in the adventure segment.” The Triumph Scrambler 1200 XC and XE fit into the same pool as the BMW R nineT Scrambler, Ducati Scrambler Desert Sled, and Indian FTR 1200, among others, but with their varying levels of on- and off-road performance, the XC and XE might just be the most versatile of the bunch. 2020 Triumph Scrambler 1200 XE (Triumph /)2020 Triumph Scrambler 1200 Updates For 2020 2020 Triumph Scrambler 1200 XC (Triumph /)For 2020, Triumph rolled out a specially outfitted, limited run Bond Edition Scrambler (MSRP: $18,500), but that’s already sold out, and there haven’t been any major updates to either the regular XC or XE model this year. 2020 Triumph Scrambler 1200 XE (Triumph /)2020 Triumph Scrambler 1200 XC/XE Claimed Specifications Price $14,000–$15,400 Engine Liquid-cooled, SOHC parallel twin; 4 valves/cyl. Displacement 1,200cc Bore x Stroke 97.6 x 80.0mm Horsepower 88.8 hp @ 7,400 rpm Torque 81.1 lb.-ft. @ 3,950 rpm Transmission 6-speed Final Drive Chain Seat Height 33.1 in./34.2 in. Rake 25.8°/26.9° Trail 4.8 in./5.1 in. Front Suspension 45mm (XC)/47mm (XE) inverted fork, fully adjustable; 7.9-in. (XC)/9.8-in. (XE) travel Rear Suspension Twin coilover adjustable shocks; 7.9-in (XC)/9.8-in. (XE) travel Front Tire 90/90-21 Rear Tire 150/70-17 Wheelbase 60.2 in./61.8 in. Fuel Capacity 4.2 gal. Wet Weight 452 lb./456 lb. Source

2020 KTM 450 XC-F (KTM/)For the rider who wants to hit the trails on a 450cc motorcycle that has lots of the same features as a motocross bike, but has some off-road-specific components to make it more suited to tighter, more obstacle-filled terrain and longer rides, one such option is the KTM 450 XC-F. Sharing 95 percent of its parts with the KTM 450 SX-F motocross bike, the 450 XC-F utilizes much of the same technology as the Austrian manufacturer’s flagship motocrosser, but has a cross-country-specific suspension setup, a larger 2.25-gallon fuel tank, kickstand, 18-inch rear wheel, and Dunlop Geomax AT81 tires. 2020 KTM 450 XC-F Reviews, Comparisons, And Competition KTM was one of the first manufacturers to introduce a 450cc cross-country model to its lineup, and in the years since then, other brands have followed suit. With that, the Austrian manufacturer has competition including the Husqvarna FX 450, Yamaha YZ450FX, and Honda CRF450RX. As far as pricing, the 450 XC-F is the second-most expensive of the four with the FX 450 costing $100 more, the YZ450FX coming in at $1,000 less, and the CRF450RX retailing for $900 less. Dirt Rider gathered the four 450cc cross-country motorcycles for a comparison test in 2019 and praised the 450 XC-F for its powerful yet easy-to-ride engine, nimble handling characteristics, and Brembo hydraulic clutch and brakes. 2020 KTM 450 XC-F (KTM/)KTM 450 XC-F Updates For 2020 For MY20, the KTM 450 XC-F’s WP Xact 48mm fork features a new piston and a revised setting, along with its WP Xact shock utilizing a new compression adjuster and an updated setting as well. Inside the engine is a new piston with a reworked shape that is designed to provide improved performance and reliability. Cosmetic changes in the form of new graphics are the final change made to the 450 XC-F for 2020. 2020 KTM 450 XC-F Claimed Specifications Price: $10,599 Engine: Liquid-cooled SOHC single-cylinder Displacement: 450cc Bore x Stroke: 95.0 x 63.4mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1º Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.25 gal. Claimed Dry Weight: 223 lb. Source

You can go farther on many bikes, and faster on others. There are many motorcycles that would also give you greater comfort and convenience. But, I ask you, are you here to ride free on comfort and convenience? Nice to have, sure, but we are here for fun. And so are these five bikes. They represent pure joy and personality, the essential spirit of good times on two wheels. There is retro inspiration here, but these are modern motorcycles with ride-enhancing tech that generally runs unnoticed in the background while your smile leads you down the road. What’s particularly compelling here is that each bike represents a spiritual and cultural path related to the heritage of its manufacture and design. So even if the actual engineering that’s created them is becoming more similar on the inside, we are looking at great standard-style machines that bring the best of their national origins forward into modern expression. “If you can’t keep up, you can’t get down!” the jacket reads. ­Husqvarna Svartpilen 701 is quick, nimble, and light, bringing moto/tracker ethos to a machine of high style. (Jeff Allen /)That is, the inspiration for the Indian FTR 1200 S is American flat track; the Ducati Monster 1200 S channels the best of Italian superbikes; the BMW R nineT brings us classic German roadster vibes; and, well, the last two are slightly different. The Husqvarna Svartpilen does bring classic Swedish dirt bike/tracker vibes with its big single-cylinder engine and stylish number-plate-like bodywork, but it’s obviously got more going on. And the Triumph Scrambler 1200 XC is sort of a modern interpretation of the TR6 Trophy, the do-it-all 650cc twin that dominated desert and scrambles racing in the 1950s and ’60s. It’s a bit of Britain, via the California high ­desert, with a dash of modern adventure bike. This is normally where we say we gathered at our Irvine, California, headquarters after getting full performance numbers and running all the bikes on our in-house Dynojet 250i dyno, and then hit the road. Then we’d complain about lane-splitting for three hours to get out of the great Southern California sprawl. Which is exactly what we did: lane-split for three hours and complain about it. But since the time of our multiday test ride, the world as we knew it has ended as the novel coronavirus pandemic necessitated that we put human health before our freedom to roam, and we’ll never complain about crowded freeways again. The past few months have certainly made us ­appreciate motorcycling all the more. It’s an individual activity that can be done in a (distanced) group. Adventure and movement are primal desires for most of us, and motorcycling is perhaps more perfect at satisfying these desires than anything else. Our ride to the Central Coast for a few days of roosting around on every kind of magnificent road could not have been better, and the further we get from having done it (and not getting out of the house much), the more perfect it seems. BMW R nineT, heritage, with an adjustable fork. Exhaust note is expertly tuned and soul stirring. (Jeff Allen /)We rented a big house in a small town called Los Alamos, a census-designated place that straddles US 101 south of San Luis Obispo and east of Vandenberg Air Force Base. Los Alamos is, thankfully, still a bit more rodeo than red wine, a town that echoes with California’s history and hard work. But it’s stepped forward enough that we could eat a killer meal midweek at an (the one) open restaurant walking distance from our rented pad described as an “Old West Relic built in 1882.” We rode north, west, east, and south on the kind of chilly winter California day that frosts the seats in the morning and makes you worried you might be too cold to have fun. And then it gets just warm enough as that classic golden light starts to beam through the oaks and light up the lush green grass of our rainy season. Because I got gear to match, I began on the 2020 Triumph Scrambler 1200 XC. It’s the more street-oriented version of the big Scrambler versus the XE, the latter of which has longer-travel suspension (9.8-inch front and rear versus 7.8), as well as a longer swingarm. We were perfectly happy with the XC’s still-ample travel, and also its lower 33.3-inch seat height (it’s 34.7 on the XE). Custom and Style Editor Morgan Gales added, with a smile, “We know it’s a scrambler because the seat is brown.” The seat padding, for that lean look, is also on the thin side, and for me, at least, was good for less than an hour before getting uncomfortable. Thankfully it was easy and comfortable to stand, due to the dirt-bike-like riding ­position and fat footpegs, giving the rider the altitude and perspective to survey traffic or trail, as required. Ducati Monster 1200 S in its natural habitat. It is the best performer of the group. (Jeff Allen /)The downside was rightly pointed out by Road Test Editor Michael Gilbert. “The tall handlebar, flat seat, and medium-length fuel tank places the rider in the middle of the motorcycle, but there’s enough windblast to make you wish for some sort of hump or step in the seat. I found myself constantly using my arms to pull myself back to the tank while on the highway.” None of these bikes is really a highway bike, so no big knock, but the other machines here did block wind better. No bike sucked up bumps more effectively, however: The compliant, long-travel Showa fork and Öhlins shocks give a comfortable ride and work well on unmaintained dirt roads. On asphalt, it isn’t nearly as planted as, for example, the Monster 1200 S or R nineT, but it didn’t keep us from dragging Scrambler footpegs on all these amazing, often rough, roads we were sampling. The 1,197cc parallel-twin has a 270-degree crank and counterbalancer, which brings a rhythm that’s more like a Ducati than ’69 Bonneville, but it sounds great, runs smooth, and makes 76 hp and 71.6 pound-feet, hurling its 475-pound measured dry weight along nicely. In broad terms, the customizable TFT display was really excellent, with a few cool layouts and easy switching among the five riding modes (one of which is the rider’s custom setup), but the FTR 1200 S was a little easier to use and has a nice touchscreen. Heaven on earth? Hard to beat the California Central Coast for motorcycling. (Jeff Allen /)Senior Editor Adam Waheed summed it up well. “What I like most about the Triumph, aside from its pleasing looks and ultra-fine fit-and-finish is how well it rides,” Waheed said. “When you want to cruise, it cruises. When you want to wick it up, it’s perfectly capable of that too. Sure, it’s not as fast as the Monster 1200 S, nor as sweet-sounding as the BMW, but it is the most comfortable and remains true to its working-class ­heritage. It’s versatile and value-conscious, offering plenty of premium touches for its $14,000 price. When it comes to form and function, Triumph’s Scrambler does it best, while maintaining its timeless character.” There is a lot of timeless character to go around in this group nonetheless. It made us ask ourselves this question, in fact: Is the Monster retro? Well, not as such, and yet it perfectly channels the first Monster of 26 years ago, and is, as much as any Ducati, the spiritual successor to the original Ducati V-twin, the 750GT made from 1971-‘74. It’s about as simple as a modern, sporting liquid-cooled V-twin can be, and offers stellar performance with a generous level of firm, Italian-style comfort. But let’s talk a moment about a 10.70-second quarter-­mile with a 133 mph terminal speed. We realize, most days, you’re not out there narrow-eyed, clutch hand twitching as you hold the revs at 9,000 waiting for the flag to drop at Circuit of the Americas. But this bike will make you wish you were. In fact, you’ll dream there were a World Supernaked Championship where part of the race rules are that you have to ride from track to track. The Triumph Scrambler 1200 XC is a fun and competent road bike, and also pretty capable on dirt. (Jeff Allen /)“The thing I like most about this bike is its familiar 1198 Superbike-based engine,” Waheed said. “Full of torque and character, this engine embodies Ducati. Its rhythmic power pulses make it a blast to ride, plus it is crazy quick and leaps off turns like no other bike in this comparison.” It’s also quite comfortable, if firmly suspended, with a forward-tipped riding position that puts your body in a state that engages your mind to eat the road ahead. We measured a 31.6-inch seat height, and the Monster offers nearly an inch of adjustability. From the rider’s perspective, human-bike interface is very good. Visually, as you sit on the porch of your rented three-story house as the sun begins to set and gaze out upon the Monster, its left side is a bit of a plumber’s nightmare. Monster complexity has gone up (hey, if you want superbike power, you have to have radiators, etc.); the delicacy and visual lightness of the original is lost. Especially enjoyable as the sun is setting. (Jeff Allen /)“When I think of Italy, I think of passion, tradition, and fashion,” Gales said. “And while any motorcycle can embody passion and the color black is always in ­fashion, this Monster isn’t putting it together for me.” It’s the ripper of the group by a long way, and yet it is super-refined and exquisitely smooth. Thank the 131.4 hp desmodromic-valve 90-degree V-twin, beautifully set up, fully adjustable Öhlins suspension, and monster (ahem) Brembo brakes. Three ride modes, eight levels of TC, eight levels of wheelie control, three levels of ABS (all of which can be switched off), and up/down quickshifter make it the sweetest, most adjustable riders suite, though the instrument display, menu navigation, and switchgear is good, but not best in this group. The R nineT feels low and tight on the road. (Jeff Allen /)As we swapped bikes while exploring around Los Olivos and at sunset in the mountains above Santa Barbara, there was a certain Zen that came with getting on the Monster. Riders felt very much a part of the bike, connected to the point where it sort of disappeared. That can be great in many ways, and also strangely dissatisfying in others as it relates to this group. If you want to win the World Supernaked Championship, there is no other choice. Racing inspiration can be tricky on streetbikes. ­Flat-track-racing inspiration is even trickier. But Indian crushed it with the FTR 1200, and our S Race Replica is the top of the line, with Akrapovic exhaust, its own paint scheme, and nicely tuned, fully adjustable suspension. Strangely, this is a “flow” motorcycle on a winding road, yet it is so rowdy that it encourages screwing around. Chunky Dunlop DT3-R tires work with a 19-inch front wheel and 18-inch rear and relatively relaxed rake of 26.3 degrees and long trail of 5.1 inches. Also: 60-inch wheelbase, second longest by 0.2 of an inch versus the Triumph. And it is the heaviest here, weighing in on our scale at 496 pounds without gas, 21 pounds heavier than the Scrambler. Senior Editor Justin Dawes—decked out in his Vanson “Bones” leathers—leads the pack. (Jeff Allen /)So when you grab the wide ProTaper handlebar and ask the bike to do something, those big wheels and tires, steering geometry, and general mass offer some resistance, yet the big-block, 1,203cc 60-degree V-twin power with right-now torque and the sort of squirmy, loose feeling from the tires begs you to hammer it. It is remarkably fun to ride because (or in spite?) of all this. It should be noted that its 37 mpg average drops fast (our low was 28!) when you hammer it. With its 3.4-gallon fuel tank, it can struggle to make it 100 miles between fill-ups. The FTR 1200 S has the strongest spirit and personality of any bike in this comparison, like a college buddy who just wants to party all the time and is a good, but sloppy, guitar player. Perfectly fine as a daily bike, but the engine vibration (felt mostly through the seat) at highway cruise speed was a big complaint by some on the crew, except for one guy, who said he was not in “too much pain” after three hours in the saddle. Akrapovič exhaust adorns our FTR 1200 S Race Replica. (Jeff Allen /)No surprise it was Senior Editor Justin Dawes—decked out in his Vanson “Bones” leathers—who was a fan. “It’s rough-and-tumble, likes a good street fight, and wants to get wild,” he enthused. “The looseness of Dunlop DT3-R tires mixed with gobs of torque make for a rodeo ride if you want it. But then it was also comfortable enough to spend three hours at a time on the freeway without too much pain. Each time I returned to the Indian, after one corner and a crack of the throttle, I thought, Yeah, this is the one.” Gilbert had similar feelings, though lamented the lack of a quickshifter, but nonetheless shared his favorite moment: “The most entertaining and drawing factor of the Indian is accelerating hard in fourth or fifth gear, then slamming two backshifts, and applying the brakes as the rear end steps out into the corner.” That’s our staff MotoAmerica racer for you, all the way down to saying “backshifts” instead of “downshifts.”' BMW R nineT gauges (Jeff Allen /)The FTR’s strength is its successful evocation of ­Indian’s dominant, scratch-built FTR 750 flat-track racebike, and how well the company translated that into a ripping liter-plus street tracker. It’s very limitations from a pure technical perspective and truth-to-trackerness are what make it so great. Analog pointers or TFT touchscreen? (Jeff Allen /)The Husqvarna Svartpilen 701 is the oddball in this group, yet a perfect fit. It’s like it was designed for a movie made in the past about the future. That’s a way of saying it nails a modern, stylish aesthetic and seems completely new, yet somehow classic at the same time. What sets it apart here, of course, is its high-performance 693cc single-cylinder engine and very light 353-pound dry weight. Its under-$10,000 price also makes it attractive, particularly in light of its up-and-down quickshifter, though there is no gleaming TFT, and you get “TC” and “ABS” but no ride modes, etc. It seemed plenty adequate given the bike’s mission. Ducati Monster 1200 S (Jeff Allen /)And what a surprise to get on the Svartpilen and ­suddenly fly among the oaks. It is light, compact, and agile. Gilbert was in love. “It’s nimble through tight twisties, and yearns to tackle side-to-side transitions, even more so than the Ducati,” he enthused. “Oh, and it weighs 100 pounds less than the next lightest in the bunch. So fun! My only gripe is that the stylish but less-sporty Pirelli MT 60 RS tires hinder it from having the same midcorner carving prowess and confidence as the Monster.” Magic times on the road with five of the coolest bikes on the market. (Jeff Allen /)It was really pretty sublime. And even though it is sort of half the engine displacement of the rest of the bikes, it did an 11.93-second run in the quarter-mile, which is not only in the running for the group but slightly quicker than the Triumph. Slower top-gear roll-on reveals its lower engine torque numbers, but downshift a few clicks and this moto/tracker is in the running. Husky Svartpilen (means “black arrow”) runs a counterbalanced 693cc single that helps the light bike perform like its bigger competitors here. (Jeff Allen /)Paint finish, color tones, and overall aesthetic ­presentation, particularly with the wire-spoke wheels, is highly refined. Even though we are aware it is essentially a massaged KTM, it really engages in a way that makes the Husky feel like the only genuinely “new” motorcycle here. Perhaps this is partly influenced by my love of a big single-cylinder engine (this bike is dying for a barkier silencer) and, as the legendary Malcolm Smith says, “Weight is the enemy.” That would make this bike your friend. But while I may love a big single-cylinder streetbike, I am in the minority in America, which has generally resisted buying them for many decades. Cylinder count is no grounds for this, as the Svartpilen’s performance shows, but the money in streetbikes has always flowed toward two or more cylinders. Radial-mount calipers all over. (Jeff Allen /)Still, Waheed said, “wring out the engine, and it’s astounding how hard it pulls for its relatively small displacement, at least in this comparison. Though, like the FTR, you feel considerable engine vibration. But the vibes feel more visceral—in a good way—as compared with the cruder buzz present in Indian’s V-twin. However, the sound coming out of the Svartpilen’s exhaust pipe is as dull as could be. It sounds like the boring drone of a lawn mower.” Apparently he is seconding the motion to pipe it up a bit. Good, upright ergonomics are tempered by a “­narrow, rigid seat that feels as if you’re riding an FC 450 ­motocrosser,” Waheed added. Aside from that, this is a comfortable, smooth-on-the-highway motorcycle that would be easy to live with. 2020 Husky Svartpilen 701 (Jeff Allen /)As crisp, stylish, and modern as the Husky strives to be, the BMW R nineT sits far in the other direction. It is a clear nostalgia play, perhaps more than any other bike except the Triumph. Our test bike came with Black Storm Metallic/Vintage paint, which adds numbered roundels with “distressed” paint that shouldn’t work for us but really did. What didn’t was the rear seat hump, which our three larger testers found confining—one even found it painful for digging into his (OK, my) lower back. We have no comfort qualms with the humpless longer flat seat of the other models, and that would be our choice, even if it’s less retro cool. Easy swap. It was remarkable how tight and compact the R nineT felt, like a low-flying aircraft, and if you think about it, the flat-twin is just a two-cylinder radial. Everyone in the test loved the engine, particularly the sound. “BMW struck gold with the R nineT’s exhaust note,” Gilbert said. “Rolling on the throttle lets out a deep, emotion-evoking pitch that, paired with a relatively quick roll-on speed and strong power delivery, meant I couldn’t stop rolling on and off the throttle, with ­childlike giggles each time.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The chassis was generally well-composed and fun to roll from side to side in corners on strafing runs, but clunky manual shifting, plus the minor flywheel/torque effect of the longitudinal crank, upset the attitude of the bike if you didn’t coordinate clutch and throttle perfectly. The tractable power made it easy to avoid shifts, and if you worked really hard to be precise, you could make clean gear changes, but damn, it was annoying. At full charge the BMW was a lot of work, but backing it down to more-mellow touring-type riding brought a lot of joy, with nice feeling steering, lovely boxer engine personality, and good flow. But all was not smiles in Boxerland. “The BMW is the only one of these bikes that actually feels old rather than nostalgic,” Gales said. We were struck by the analog gauges with tiny LCD info screen. On one hand, it’s easy to see why the design team would choose these. On the other hand, we are getting used to TFT touchscreens with multiple gauge-layout options, Bluetooth integration that shows your songs, who’s calling, and graphical interfaces to monitor and adjust rider-aid options. These are good-looking (recently redesigned) analog gauges, and if you’re riding to get away from screen time, you’ll be happy. The FTR 1200 S is rowdy and unapologetic. Bones ­leathers are a perfect match. (Jeff Allen /)It’s pretty common on multiday comparison test rides that end a few hundred miles from HQ that there is at least one bike nobody wants to ride. This is not one of those comparisons. Even as we found the ergonomic or vibratory flaws, there were no crushing deal-breakers here. A lot of what would make these bikes right for you comes down to what you like about riding and styling. For total performance and ­refinement, the Monster 1200 S is absolutely stunning. For Swedish style channeled via Austria and its ­lightness, the Svartpilen it is The Approachable One. The R nineT’s quirks, charms, and engine sounds make it the closest you will come to flying a vintage aircraft on the ground. There was much to like here, but these bikes didn’t unify testers’ joy. It really came down to two bikes, the Triumph and the Indian, in a 3-to-2 split decision. Everybody loved the rowdy, bare-knuckled nature of the Indian and—I don’t know how else to put it—it’s Americanism: It would flout the rules of etiquette and polite society, if it even knew them. That’s its charm, and its slight drawback. The Triumph brings most of the same fun and frolic, but with a bit more all-around flexibility, comfort, and refinement, if a less fervent sizzle. Price, style, features, and flexibility give it the edge. From the pilot’s seat of the Triumph, an in-command big-dirt-bike riding position. So much spirit in all these bikes. (Jeff Allen /)All up, these motorcycles remind us of the simplicity and joy of riding, the essential experience of fun and freedom. We stopped in the late afternoon one day for photos and video work. It was a little winding road that headed over the mountains toward the Pacific. Gnarled oaks, glistening grass, and weathered fencing somehow perfectly suited these “natural”-feeling motorcycles that, through their honesty and relative simplicity, brought us closer to experiencing and appreciating the world. Especially now, since that world has shut down and made long group rides with friends seem so far away. We will be free again, and these motorcycles will be waiting for us. Claimed Specifications 2020 BMW R nineT 2020 Ducati Monster 1200 S 2020 Husqvarna Svartpilen 701 2020 Indian FTR 1200 S Race Replica 2020 Triumph Scrambler 1200 XC Type air-/oil-cooled flat-twin Liquid-cooled V-twin Liquid-cooled single Liquid-cooled V-twin Liquid-cooled parallel-twin Displacement 1,170cc 1,198cc 693cc 1,203cc 1,200cc Bore x Stroke 101.0 x 73.0mm 106.0 x 67.9mm 105.0 x 80.0mm 102.0 x 73.6mm 97.6mm x 80.0mm Compression Ratio 12.0:1 13.0:1 12.8:1 12.5:1 11:0:1 Valvetrain DOHC, 4 valves/cylinder DOHC, 4 valves/cylinder SOHC, 4 valves/cylinder DOHC, 4 valves/cylinder SOHC, 4 valves/cylinder Induction (2) 50MM THROTTLE BODIES (2) 56MM THROTTLE BODIES 50mm throttle body (2) 60mm throttle bodies (2) 45mm throttle bodies Transmission 6-speed/shaft 6-speed/chain 6-speed/chain 6-speed/chain 6-speed/chain Front Suspension 46mm telescopic fork, fully adjustable; 4.7-in. travel Öhlins 48mm fork, fully adjustable; 5.1-in. travel WP APEX 43mm fork, fully adjustable; 5.9-in. travel 43mm telescopic fork, fully adjustable; 5.9-in. travel Showa 45mm fork, fully adjustable; 7.9-in. travel Rear Suspension BMW Paralever w/ monoshock, adjustable rebound, spring pre-load; 4.7-in. travel Öhlins monoshock, fully adjustable; 5.9-in. travel WP APEX monoshock, fully adjustable; 5.9-in. travel Monoshock, fully adjustable; 5.9-in. travel Öhlins twin shocks, fully adjustable; 7.9-in. travel Front Tire Metzeler Roadtec Z8 120/70-17 Pirelli Diablo Rosso III 120/70-17 Pirelli MT 60 RS 110/80-18 Dunlop DT3R 120/70-19 Metzeler Tourance 90/90-21 Rear Tire Metzeler Roadtec Z8 180/55-17 Pirelli Diablo Rosso III 190/55-17 Pirelli MT 60 RS 160/60-17 Dunlop DT3R 150/70-18 Metzeler Tourance 150/70-17 Rake / Trail 25.5°/4.2 in. 23.3°/3.4 in. 25°/4.7 in. 26.3°/5.1 in. 25.8°/4.8 in. Wheelbase 58.5 in. 58.5 in. 56.5 in. 60.0 in. 60.2 in. Seat Height 31.6 in. 31.6 in. 33.3 in. 33.5 in. 33.3 in. Fuel Capacity 4.8 gal. 4.4 gal. 3.2 gal. 3.4 gal. 4.2 gal. Dry Weight 461 lb. 446 lb. 353 lb. 496 lb. 475 lb. Horsepower 94.6 hp @ 7,500 rpm 131.4 hp @ 9,200 rpm 69.5 hp @ 8,300 rpm 111.8 hp @ 8,200 rpm 76.2 hp @ 6,900 rpm Torque 72.9 lb.-ft. @ 6,000 rpm 81.6 lb.-ft. @ 7,600 rpm 49.7 lb.-ft. @ 6,700 rpm 80.5 lb.-ft. @ 5,800 rpm 71.6 lb.-ft. @ 4,000 rpm Fuel Consumption 35 mpg 38.1 mpg 48.9 mpg 36.7 mpg 44 mpg Quarter-Mile 11.58 sec. @ 118.5 mph 10.70 sec. @ 133.0 mph 11.93 sec. @ 111.4 mph 11.23 sec. @ 119.7 mph 12.05 sec. @ 110.7 mph 0–30 1.48 sec. 1.22 sec. 1.42 sec. 1.35 sec. 1.33 sec. 0–60 3.69 sec. 3.27 sec. 3.74 sec. 3.38 sec. 3.81 sec. 0–100 8.00 sec. 6.23 sec. 8.89 sec. 7.17 sec. 9.24 sec. Top-gear roll-on 40–60 2.93 sec. 2.90 sec. 3.94 sec. 2.43 sec. 2.92 sec. Top-gear roll-on 60–80 2.93 sec. 2.82 sec. 4.05 sec. 2.63 sec. 3.08 sec. Braking 30–0 mph 31.4 ft. 31.3 ft. 36.7 ft. 39.0 ft. 35.2 ft. Braking 60–0 mph 131.9 ft. 129.4 ft. 143.6 ft. 143.3 ft. 141.8 ft. MSRP $15,495 ($16,940 as tested) $17,595 ($19,721 as tested) $9,499 $15,499 $14,000 Source

Stuart Garner has been ordered to repay millions of dollars that were taken from Norton pension schemes. (Norton /)The former CEO of Norton Motorcycles, Stuart Garner has been ordered to repay millions of dollars of funds from three pension schemes connected to the company. The Pensions Ombudsman, who oversees retirement fund schemes in the UK, has upheld a complaint from 30 applicants who’ve been trying to recover the money they put into the Commando 2012, Donnington MC, and Dominator 2012 pension schemes, for which Garner was the trustee. RELATED: Norton: What Went Wrong And What Happens Now All three schemes were introduced in 2012 with Garner, who ran Norton Motorcycles from 2008 until it fell into administration in January this year, as the sole trustee. He was also the sole director of Manorcrest Limited, the provider of the schemes, a position that the Ombudsman had already stated to put him in a conflict of interests in a separate ruling last year. The funds in the pension schemes were invested into shares in Norton Motorcycle Holdings. Although the Pensions Ombudsman didn’t find the schemes had been set up for an improper purpose, he found that Garner “acted dishonestly and in breach of his duty of no conflict, his duty not to profit, and his duty to act with prudence.” How Much Must Garner Repay? The exact amount of money that’s owed to investors has yet to be established, but between April 2012 and December 2013 members transferred 10,931,647.27 pounds into the three schemes. That’s equivalent to $13,553,766.84 at today’s exchange rates. Now, estimates for the amounts Garner must repay range from 11 million pounds to 14 million pounds ($13.64 million to $17.36 million). On top of that, the Pensions Ombudsman has told Garner to pay 6,000 pounds ($7,439) to each of the 30 applicants—a total of 180,000 pounds ($223,175)—”in recognition of the distress and inconvenience caused to them by the Trustee’s exceptional maladministration.” RELATED: Here’s An Award-Winning Watery Grave Photo Of Norton Motorcycles The Ombudsman also concluded there was maladministration by a company called LD Administration Ltd., which oversaw the schemes between 2014 and 2018 and has since gone into liquidation. In his decision, he ruled: “I have found a number of breaches by the Trustee of his duties and maladministration on both the Trustee’s and LD’s part.” Norton was purchased by TVS for 16 million pounds ($19.84 million); the Indian manufacturer vows to return Norton to “its full glory in the international motorcycle landscape.” (Norton /)The ruling also said, “the Trustee has breached his fiduciary duties: not to profit from his position as Trustee; and to avoid conflicts of interest,” and “I also find that the Trustee failed to exercise due skill and care in the performance of its investment functions and breached his equitable duty of care to beneficiaries, and acted dishonestly, by investing in [Norton Motorcycle] Holdings preference shares.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The Ombudsman’s determination is considered to be “final and binding, subject to appeal to the High Court on a point of law.” Norton fell into administration in January, but certain assets including the brand and intellectual property, were bought by Indian bike maker TVS for 16 million pounds ($19.84 million) in April. TVS intends to get Norton back to “its full glory in the international motorcycle landscape.” Source

What pandemic? Powersports sales reported strong sales in April and May, with some manufacturers reporting record gains. (American Honda/)The streets are quiet. Supply chains have disintegrated. Unemployment is at record highs. The equity markets are schizophrenic in the best of weeks. So it would stand to reason that all economic indicators and consumer spending in particular would be down for the year as well; a major contraction would certainly not be unexpected. Well, that’s true for the most part, but actually—and perhaps counterintuitively—motorcycle sales are up. You heard that right. Across the board, retail sales for the last three months have shown a steady uptick. It’s more obvious in certain segments but the trend is undeniable; year-to-date powersports sales are better than they’ve been in years. Can you say pandemic paradox? For some of the major manufacturers, 2020′s early successes were largely chalked up to off-road bike sales. (American Honda/)Following a series of declining years though, 2020′s data was already looking fairly optimistic; motorcycles sales in February of 2020 were up 3.5 percent (year-to-date), according to MotorcyclesData.com. But when the pandemic hit in early March and the auto industry began its sales freefall, most business insiders assumed the same fate would befall the motorcycle sector. The surprising news came in early June, when the smoke cleared and the Motorcycle Industry Council reported that year-to-date retail powersports sales were better than they’d been in the past three years. “The powersports industry is in a much more positive place than where we thought we’d be earlier this year, when the full impact of the pandemic began to come into focus,” MIC President and CEO Erik Pritchard said. Of course, powersports includes ATVs, side-by-sides, and motorcycles, but in fact, off-highway motorcycle sales were up 18.9 percent year-to-date through March 2020, according to the MIC’s Retail Sales Reporting System, which gathers new-motorcycle retail sales data from the 14 leading manufacturers and distributors in the US. In sum, sales were relatively strong from January through April, and May was a great month for most. Pritchard also pointed out, “The first four months of 2020, it’s the second-best performance only to 2016—in the midst of a pandemic, in the midst of really high unemployment. And so, if you feel like your company’s been having a good, sort of surprising first four months, you’re not alone.” Honda’s May 2020 off-road sales of motorcycles, ATVs, and side-by-sides was up 172 percent over May of last year. (American Honda/)The sentiment was broadly confirmed by Honda’s Colin Miller, who told us that off-road sales have been consistently up since the pandemic started, and in the month of May, off-road motorcycles, ATVs, and on-road motorcycles all experienced sales increases well above last year’s numbers. Some off-road motorcycle models, they said, were even becoming harder to find. RELATED: 2020 HighPipe Motorcycle Festival Rescheduled And Relocated We’ve heard anecdotes to support that claim, with one local Southern California dealership—Huntington Beach Honda—able to remain open throughout the pandemic and experiencing record sales in April and May. The general feeling from most dealers is that people are happy to get out of the house to go riding with their families, which is what powersports products allow. Ducati’s flagship NYC store saw a healthy 24-percent increase in April 2020 for new motorcycles sold. (Ducati /)Jason Chinnock, CEO of Ducati North America, is upbeat too, in light of the fact that its flagship New York City outpost rang up a 24-percent sales increase, year over year, for new motorcycle sales in April. Dealers in Los Angeles and the Bay Area reported similar gains. “We have experienced strong demand for our motorcycles right now, with many of our dealers reporting their April sales and service work was significantly higher than the previous year. We’ve always been an important part of the escape and enjoyment for our customers and it’s even more relevant in these unprecedented times. RELATED: MotoGP 2020 Schedule Announced If you’re looking for that escape, that release, that joy, then motorcycling is where you’re going to go,” Chinnock said. Ducati has also implemented a “Ducati Cares” program in anticipation of its other dealerships reopening, as many now are. The program puts stringent safety protocols in place, including masked-up staffers, hand sanitizing stations, and distance guidelines, to ensure foot traffic to the stores continues apace. BMW says its GS series was a big contributing factor in its stronger May 2020 sales numbers compared to 2019. (BMW/)A quick phone call to BMW echoed much of that same data, if to a lesser extent. Media rep Roy Oliemuller confirmed that Motorrad’s May 2020 North American motorcycle sales exceeded May 2019 sales, with much of that driven by the GS series adventure range (from the entry-level 310 to the big 1250s), and extending to the RR model as well. Overall, he said, these last few months have been an unanticipated “pleasant surprise.” We speculated about the reasons for that, but ended up agreeing there probably wasn’t one specific driver. Plenty of theories were bandied about though: Quarantine fatigue surely had something to do with it—people wanting to escape from being cooped up likely turned to two wheels to get outside.Motorcycling by nature, is inherently a socially distanced activity, complete with protective gear.There are less risk-averse consumers in our industry, so more people are willing to venture out while the rest are on lockdown.Additional government stimulus money gave another incentive for a new purchase.Oliemuller also contends that BMW, like Honda and other auto-based manufacturers, can weather the storm better and benefit from their more diverse portfolio of products and brands, generally speaking (though in some cases the motorcycle branches have had to endure cuts based on the brand’s auto segment downturns). The Motorcycle Industry Council has basically staked out a position of cautious optimism. (Courtesy Motorcycle Industry Council/)Of course, there are other, more quantifiable reasons for the uptick in sales. Overall consumer spending was up an insane 18 percent in May, compared to April, which makes sense when you realize 85 percent of the country was under mandatory stay-at-home orders in March and April. In May, many of those same sheltering orders were lifted, the weather across the country for most of the month was pretty damn nice, and many people got their government stimulus checks around that time. There’s also the fact that April is historically one of the strongest months of the year for motorcycle sales. RELATED: Motorcycling vs. Coronavirus Pritchard also says that consumer thinking may have changed because of the pandemic, with regard to recreation and transportation. People may now be less willing to use shared transportation and crowded mass transit options, and motorcycles and scooters could be considered viable alternatives. He adds, “Are [people] thinking about recreation and transportation differently? Are they looking at things like, well, I can’t play team sports but I can engage in an individual activity that I can do with other people?” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The challenge, of course, is to take the steady gains and make them more consistent for the long term. For one thing, we’re nowhere near where we were in terms of pre-pandemic spending patterns and the road ahead looks murky, but to steal a line from the Beatles, you have to admit it’s getting better. Many economic indicators predict positive increases in performance and US consumer confidence, which bodes well for a steady momentum 12 months from now, but it will still be a long and volatile recovery, according to some economists. MIC Chair Paul Vitrano probably said it best: “Although the COVID-19 pandemic is far from over, and we may experience setbacks, the industry now must change its mantra from ‘ride it out’ to ‘ride on.’ If we have learned anything from the past few months, it’s that riding a motorcycle…is the ultimate way to social distance, either individually or with family. And after being homebound, everyone appreciates the freedom and escape that can be had on two, three, or four wheels.” Source

Tarform’s new Luna model will go into production shortly; preorders are being accepted now. (Tarform/)An e-mobility startup company run by tech entrepreneurs, industrial designers, and race engineers and co-funded by a European Union initiative, but based in Brooklyn, New York? We’re talking about Tarform, a brand that further spins that unlikely union with a stated focus on three core principles: technology, modularity, and respect for the environment. That’s a loaded concept, but the embodiment of that mantra is the just-released Tarform Luna, a bike that attempts to marry traditional design cues with a futuristic take on propulsion. Since 2019, Tarfrom has gone from concept to street-legal handbuilt bikes, but with the Luna, it had to essentially redesign the whole shebang for production and go through rounds of validation. Leading the charge is Tarform founder and CEO Taras Kravtchouk, a former digital developer who’s logged quite a few years commuting on a Triumph Scrambler and building customs when he’s not behind the screen developing digital products. In the process, he found himself in that odd space between embracing tradition and emotion while wanting to move away from the toxic ingredient list found in most modern bikes. Scrambler meets café racer and adds a battery pack—and a few vegan bits. (Tarform /)A massive challenge for Kravtchouk was to keep the emotional joy of motorcycling while building something that people want, but even more daunting was figuring out how to use natural materials; building something durable and reliable and is hard enough without worrying about the positive ecological footprint. But the so-called “motorcycle of tomorrow” could not merely toss around sustainability as a marketing buzzword, so the prototyping stage was rife with new—you might say exotic—materials like bioplastics (hemp, algae, and cornstarch). The end result carries through on the promise, with in-house designed bodywork made from a flax seed weave that acts as a reinforcing mechanism to the composite panel construction and a reliance on CNC-machined aluminum for most components, as it is 100-percent recyclable. Seat upholstery? Biodegradable vegan leather. The motor cover? Biodegradable cornstarch plastic. The company says it’s even looking at new ways of eliminating the need for paints and primers by swapping in a mono material infused with algae- and iron-based metallic pigments. The new Luna is a sleeker, more evolved iteration of the company’s concept models from last year, with machined aluminum parts and an eye toward sustainability. (Tarform/)The other heavy lift was to refine the overall design away from tradition while making the two-wheel form still recognizable. The Luna is unquestionably, almost aggressively sparse, perhaps the result of Kravtchouk’s childhood spent in Sweden where everyday design is simple and clean. The Luna takes its concept bike’s scrambler foundation (here it is at last year’s Petersen Museum’s Electric Revolution show) and refines it greatly, giving it a more finished look and unusual accents that still hew to an industrial vibe. The design language is a hybrid of retro and futuristic, part scrambler and part postmodern sled with an art deco flourish or two and all kinds of sleek industrial details. The stance is tall, like you’d expect from a scrambler, but, says Tarform, it retains the “comfortable all-round balance of a British classic.” That explains its steel trellis frame, fairly aggressive 25-degree rake and longish 60-inch wheelbase, and the claimed 440-pound weight is on the lighter side for electric standard motorcycles, so that’s a plus as well. A high-def display uses Bluetooth and Wi-Fi and is compatible with Tarform’s mobile app. (Tarform/)Other than mentioning Öhlins suspension and ISR brakes though, Tarform skims over the rest of the dimension list, so we’re not completely clear on the Luna’s overall handling potential, but its evolutionary changes and hardware upgrades are noticeable compared to the earlier bikes, with a bigger electric motor, blind spot detection, regenerative braking, and a 3.4-inch high-definition display with Bluetooth and Wi-Fi. Ribbed saddle goes for retro aesthetics, but that material? Biodegradable vegan leather. (Tarform/)Tarform comes across deadly serious in the press release, stating that “vehicles of tomorrow should be built to last, with the spirit of craftsmanship preserved. Vehicles should be built for upgradability and not obsolescence.” That’s a pretty tall order, and it meant questioning the choice of powerplant and, indeed, the entire build process; Kravtchouk cites the fact that an internal combustion engine has more than 1,000 parts while an electrical motor is one moving part. So for the Luna, using an electric motor was a no-brainer, as was the choice of a modular battery pack that could be upgraded as technology improves (some of the main components such as the motor, controller, battery, and suspension, were outsourced to established companies). There’s a rear-facing 180-degree camera at the back for added safety. (Tarform/)According to Tarform, the bike’s bodywork can even be changed if the owner wants to adopt a new look and its software can be updated for a smarter ride. As it is, the Luna comes with three ride modes and already incorporates radar for blind spot detection (mounted underneath the rider), with a vibration coming through the seat to alert pilots of any vehicles out of view. A 180-degree rear-facing camera also lets riders see what’s behind them, and of course there is a Tarform mobile app for all this; at the end of the ride, riders can check out their ride info and bike statistics and get insights that can help them become a better and safer rider. We’re told other proprietary features, including other AI functions, are also in the works, so stay tuned. The Luna will use a modular battery pack that can be swapped out as the technology develops and improves. (Tarform/)There’s another brooding announcement floating over a collage of ominous shapes on the company’s website, gravely telling us: “Summer 2020, the first founder edition of the Tarform electric motorcycle will be unveiled. Only 54 custom machines will be handbuilt in Brooklyn.” This refers to the Tarform Luna Founder Edition, which will be a bespoke custom motorcycle, made to order, but still based on the same chassis and powertrain as the Luna base model. Apparently the FE model will come first, but in limited quantities; just 54 units will be hand-made at the HQ in Brooklyn using traditional coach-building techniques, with brakes and wheels made to order by ISR. These models, says Tarform, will use “top-of-the-line suspension” from Öhlins as well, and covered by individual sheets of formed recycled aluminum. Other than that, though, details are scant. Motor cover is made of biodegradable cornstarch plastic. (Tarform/)Once the Founders Edition bikes get their due, the production version of the Tarform Luna will ramp up in late 2020, with final assembly of all the bikes at the Tarform space in the Brooklyn Navy Yard. Delivery is expected in 2021. Starting MSRP is $24,000, and the company is accepting preorders at tarform.com (the reservation fee is $500 and is fully refundable). The Luna straddles the line between elegant and unusual, and even without the “sustainability” angle, it’s definitely different. But that big question remains—will people want it? For more info, see tarform.com. Sustainability (and exclusivity) do not come cheap: The Tarform will start at an MSRP of $24,000, with the Founders Edition coming in at $42,000. (Tarform/)2021 Tarform Luna/Luna Founders Edition Specifications Price $24,000/$42,000 and up (depending on customization) Motor 41kW air-cooled PMAC (permanent magnet) electric motor Battery 10kWh lithium-ion battery pack w/ Sony cells Transmission/Final Drive 1-speed/belt Charging 3.3kW onboard charger; 0-80% charge in 50 min. (Level 2 option available) Claimed Horsepower 55 hp Claimed Torque N/A Claimed Range 120 miles (city) Claimed Acceleration 0-60, 3.8 sec. Claimed Top Speed 95 mph Frame Steel trellis Front Suspension Inverted fork; 120mm (4.7-in.) travel (Öhlins upgrade available) Rear Suspension Single coilover shock; 130mm (5.1-in.) travel (Öhlins upgrade available) Front Brakes 6-piston calipers, ISR single floating disc Rear Brake 6-piston calipers, ISR single floating disc Wheels, Front/Rear Choice of cast aluminum or spokes; 18 in. Rake/Trail 25.0° Wheelbase 60.0 in. Seat Height 33.0 in. Claimed Weight 440 lb. Source

Alpinestars’ Tech-Air 5 airbag vest is one of the latest protective gear options and is now more versatile than ever. (Jeff Allen /)“Riding can be dangerous.” We are told that from riding instructors, friends, and family from the first time you set out on the street. You have to be mentally and physically prepared for anything that could go wrong. Taking extra precautions with protective motorcycle gear is always a high priority in my book, which makes an airbag system, like the Tech-Air 5, a highly appealing addition to a riding kit. A little background for you. When I started riding, my dad was okay with me riding at the company trackdays (no cars there, you see), but I even rode the streets quite often, admittedly without his knowledge. Then came the day when my dad found out I bought my own motorcycle and he was, quite frankly, angry and understandably scared. I bargained with him. What if I wear an airbag-compatible jacket? He conceded. I bought Alpinestars’ Tech-Air Street Airbag System and compatible Stella Yaguara Drystar jacket and his anger and (most) anxiety were abated, so much so that even he couldn’t stop bragging to his friends about this technology. While this jacket/suit compatible system was publicly available in the US market in 2015, now for 2020, Alpinestars has the Tech-Air 5 vest, a stand-alone airbag vest that offers similar chest, back, and shoulder protection, but with a significant amount of versatility not available in the previous system, allowing for use under any motorcycle jacket. Unlike the previous generation of airbag tech, the Tech-Air 5 does not require cables to connect it to a compatible suit. The only cable you need is the Micro-USB when the battery is running low. The charging port is located toward the top of the back-protector-like rigging. (Jeff Allen /)Gone are the days when you have to plug the system’s cables into the compatible jacket, or the time when you have to plug it into your computer for firmware updates. (Note: You have to do both of these with the previous gen Tech-Air Street Airbag system). Aside from plugging it in to charge with a Micro-USB, now with the Tech-Air 5 you don’t have to plug it into a compatible jacket and in order to register it and update the firmware—you simply do so via the Tech-Air app. And it is all super easy. The main page of the app (left) displays pertinent information such as battery life and status. By clicking “Start My Ride” you can record your route. Your ride is available for review in the MyRide tab (right) where you can find the date, distance traveled, and time traveled below the route map. (Robert Martin /)Unlike the Tech-Air Street system, which has an on/off switch in the back, there is no power switch on the Tech-Air 5. To activate the system secure the magnetic/Velcro flap. Deactivation can be done via the app or by disconnecting the magnetic/Velcro flap. When the flap is secured the solid green light at the base beside the zipper will indicate that you are good for launch for a claimed 30 hours of ride time with its lithium-ion battery, then onto the Micro-USB charger it goes. In order to ensure the system is ready when you are, zip the vest all the way up and make sure the magnet strip with the hook-and-loop closure is secured. (Jeff Allen /)By utilizing a set of tri-axial sensors, including three gyroscopes, three accelerometers, and a crash algorithm that leverages AI, the suit activates when it senses the first microseconds of a crash. There is no vehicle speed required for activation we were told by Alpinestars. When the solid green light is lit you are protected. For example, if the light is solid green and you are rear-ended by a car, the system will deploy. Remember: Green means go. The LED light shows when the system is armed and ready for takeoff. (Jeff Allen /)Wearing this system underneath my Vika V2 jacket is impressively comfortable and barely noticeable. The Tech-Air 5′s stand-alone design also allows it to fit not only under like-branded jackets, but any other manufacturer’s jacket as well. Alpinestars does recommend that those jackets have an additional 4 centimeters of space around the circumference of the body to accommodate proper inflation. Overall, it’s incredible that technology like this is at our grasp. Between the two systems, Alpinestars has improved the Tech-Air system to be independent of the jacket or suit, which opens up the usage to a variety of riders who own multiple jackets. Now that would impress even the most protective dads (and their friends) out there. This Tech-Air 5 vest is priced at $699.95 in sizes XS to 4XL and is available at local Tech-Air dealers or online at RevZilla. Source

A more elaborate array of inputs may form the basis of a new proactive rider aid from Kawasaki. (Japanese Patent Office/)The rapid development of rider aids has been the most obvious technical trend on two wheels in the last decade. In the early 2000s many considered viable traction control systems for bikes to be little more than a pipe dream, and ABS was something that only staid touring motorcycles used. Now both are vital elements of most high-performance models. On top of that, we’ve gotten used to being spoon-fed assistance systems like wheelie control, engine-brake mitigation, and electronically adaptive suspension, all with multiple modes and settings creating a labyrinth of setup options. But despite their rapid development these systems all share one common failing; they’re reactive rather than proactive. In other words, there’s nothing they can do to prevent or mitigate a loss of control until after you’ve reached the point where it’s all going wrong. While many can perform near miracles when it comes to sorting out the problems caused when ambition outweighs talent, in the end they’re still Band-Aids, not preventatives. Kawasaki hopes to complement existing ABS and traction control systems with load, blinker, and position sensors to sense for upcoming scenarios. (Japanese Patent Office/)The All-Seeing Bike That’s where a new patent application from Kawasaki hopes to change things. The firm is looking at methods to increase the number of inputs that safety systems like ABS and traction control use, giving them a level of foresight as well as the ability to react to problems. If the idea works, the result could be a bike that automatically adjusts its settings in preparation for a corner before you’ve even started to brake or turn in, optimizing both safety and performance. There are several ways it does this, but the main new elements are a camera, a laser sensor, a built-in satellite-navigation system, and an array of load sensors in the seat and footpegs. These work in harmony with existing sensors for throttle position, speed, lean angle, and brake force to feed a whole bank of onboard computers tasked with interpreting the information and adjusting the bike to suit. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The camera and laser sensors sit behind a transparent front section of bodywork in the nose, but each has its own job. The laser measures distance to vehicles ahead, while the camera is connected to an image-recognition system to monitor road markings, giving the ability to see curves as they approach. That information, combined with maps built into the sat-nav, can then work out where corners are and how tight they might be before you’ve even started to brake for them. Camera and laser sensors handle image recognition and distance measuring duties, and feed them to several onboard computer modules. (Japanese Patent Office/)The Rider Posture Sensor Load sensors in the seat and footpegs form a unit that the patent refers to as a “rider posture sensor.” Their job is to measure how you’re moving on the bike, which is another key indicator that a maneuver is about to happen. Most of us will shift our body weight prior to corners, and for Kawasaki’s system that movement is another clue as to what’s going to happen next. Kawasaki has also added a “blinker sensor,” which simply means it feeds information about whether you’re indicating, and in which direction, to the computer; again, that’s useful knowledge when used in parallel with the navigation system’s maps. All this data goes into several layers of computer modules. The initial ones include a bank angle calculator fed by the bike’s inertial measurement system and a “rider posture calculator” fed by the seat and peg sensors. These, along with the blinker sensor, speed sensor, throttle position sensor, brake sensor, GPS, and navigation systems, are used to create data for the computer’s “prediction section”—the part that decides what it thinks you’re going to do next. Having decoded all that data, the “prediction section” sends its decision to the “vehicle control section” of the bike’s onboard computer. This also takes into account info from the laser and camera, as well as a “skill input device”—which is simply a switch that allows you to set your own level of ability; beginner, intermediate, or advanced—before sending commands to individual parts of the bike including the throttle valves, ignition, injection, and ABS. Despite all the effort and technology going into this system, if it works as its inventors hope, you’ll never even notice it’s there. The result should be a bike that’s simply always in the right mode, with ABS and traction control systems so subtle you’ll barely even notice when they’re operating. Source

Riding DT Racing’s 2020 KTM 450 SX-F Factory Edition in the high desert of Southern California. (Mark Kariya/)Dirt Rider contributor Mark Kariya recently wrote a story about DT Racing’s 2020 KTM 450 SX-F Factory Edition built by John Talarico. This is not just any run-of-the-mill motocross bike build; this is a full-on desert racing assault machine. Related: 2020 Off-Road Bikes—DT Racing’s KTM 450 SX-F Factory Edition DT Racing is run by John Talarico, who has been building desert racebikes for more than 20 years. Each year he builds two or three professional riders’ racebikes along with any other racer who needs help for Vegas-to-Reno and numerous other events. Talarico’s lifelong goal has always been continual improvement. He built a 2020 KTM 450 SX-F Factory Edition for this year’s Vegas-to-Reno, a bike that he feels is without doubt capable of winning it. DT Racing’s John Talarico built this 2020 KTM 450 SX-F Factory Edition for Axel Pearson and Jeff Trulove to contest at this year’s Vegas-to-Reno, which is billed as the longest off-road race in the United States at approximately 550 miles. (Mark Kariya/)Learning from working with some of the best racers over the past two decades, he is very proud of the latest version of his Vegas-to-Reno machine—so much so that he invited Dirt Rider to come out and test not only his newest 2020 racebike, but also his 2019 machine to compare it to. Lucky for me, I got the nod to be the test rider. I was slightly intimated arriving at the test location just north of Victorville, California. I was informed this new 2020 KTM 450 SX-F Factory Edition racebike was pumping out in excess of 65 hp (which is 6 hp more than the 2019 version Talarico built) on XPR Motorsports’ dyno and capable of going 116 mph in the dirt. After hearing that, I knew I better put my big boy pants on. The fastest I had previously gone on a dirt bike in the desert was 93 mph, which, surprisingly, was on a stock 2020 Husqvarna FE 350s dual sport bike. Having only seen photos of the bike, I spent a little time looking it over before hopping aboard. It appeared to be well built, having just the right amount of extra performance components, desert racing protection parts, and no unnecessary items that could become an issue in such a grueling race. It appeared as though Talarico picked components that were necessary to improve the bike’s performance and durability, but not items that were redundant or just there because a sponsor wanted them on the bike. An overdrive sixth gear, WP Xact Pro suspension, Precision Racing steering damper, and an FMF Factory 4.1 RCT full exhaust system are just a few of the trick items that are featured on the bike. (Mark Kariya/)The single biggest thing that had me drooling like a puppy for a jumbo Milk-Bone treat was the WP factory suspension. I knew that if I was going to be able to ride this thing wide open, it was that the suspension better be light years above the stock components. The WP Xact Pro 7548 coil-spring fork with Cone Valve technology and WP Xact Pro 8950 shock with the SuperTrax feature sure looked the part. Talarico also uses a steering damper built by Precision Racing that has a unique design that allows it to mount directly to the handlebar and is very compact in size. It’s a nice feature as you can still run stock-height bar mounts, and if you prefer, you can also retain the crossbar without any modifications. Lucky for me, the bike was built for professional racers Axel Pearson and Jeff Trulove, both of whom are about the same height and weight as myself. Very little adjustments were needed for me to begin testing the bike. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. I suited up and jumped on the 450 SX-F Factory Edition waiting for Talarico to let me loose. He pointed at the desert road and said, “Go there; head straight down that road as fast as you can. In about five miles, turn left at the power lines and follow them for about another five miles. Then turn left again until you get around that mountain and [then make] one more left to head back into our pits.” It was a 20-mile loop that I was told should take 15 minutes. Twenty miles in 15 minutes? I would be lucky if I just didn’t get lost, I thought to myself. Nodding my head, doing my best to look confident in where I was going, I clicked the bike into gear and headed out. As I began to shift up through the gears, I was surprised how comfortable I felt. Easily cruising in fifth gear, I clicked up to sixth. The gap was noticeable and it set the engine rpm in a very smooth area. Still getting my bearings and being cautious not to miss the waypoints, I began to push the bike a little harder. Cranking out more than 65 hp on XPR Motorsports’ dyno, Talarico’s 2020 racebike produces approximately 6 hp more than the 2019 version he built. (Mark Kariya/)Reaching the first landmark of the power lines, I made the left turn and headed down a two-track road that had clearly been prerun by 100 or more trucks and buggies. The whoops were beginning to put the WP Xact Pro components to the test. With the addition of a few rocks, some the size of a softball or bigger, I knew it was time to get ready to hang on. The more comfortable I became with the faster than what I would call normal speeds, the more I began to appreciate how well the bike was working. The amount of damping control without harshness in the suspension was amazing. The way Talarico had the suspension set up gave me confidence to hit the biggest of whoops and not worry about timing them perfectly, and about feeling any harshness when clipping a rock here and there. As I made my way around what is DT Racing’s short loop test course, things started to get even more comfortable. The more I relaxed and let the bike do the work for me, the more fun it was. Generally, cruising down two-track roads at speeds over 60 mph can be a little stressful. However, with this bike, it seemed as though it was just reaching its stride. A closer look at the Precision Racing steering damper. It has a unique design that allows it to mount directly to the handlebar and is very compact in size. (John Talarico/)After my first lap, I wanted to calm down the steering just a little because at higher speeds, I was getting a little bit of head shake in the handlebar. I asked about stiffening the Precision Racing steering damper, but Talarico explained that it was correctable by a small shock adjustment. He went in one click on the low-speed compression and suggested I try that. The way DT Racing’s 2020 450 SX-F Factory Edition picked up speed in sixth gear was no joke; it did so within seconds. (Mark Kariya/)I put my goggles back on and it was time for lap 2. On this lap, I didn’t waste any time getting up to speed and decided to see where my limit was. Quickly getting into sixth gear, I slid back on the seat, tucked down just a touch, and held it wide open. The way the bike picked up speed in sixth gear was no joke; it did so within seconds. I could not believe how fast I was going. The small change to the shock did exactly what I was looking for in the steering. Wide open at easily 100 mph or more and I felt like I could reach up and grab a drink from my USWE hydration pack, but I didn’t chance it. About halfway through the second lap, I ventured off course down to what looked like a cool single-track trail that would take me over the mountain instead of going around. Certainly not typical terrain for the high-speed Vegas-to-Reno desert race, but I just wanted to see how the bike would perform at lower speeds in tighter sections. Compared to DT Racing’s 2019 450 SX-F Factory Edition, the 2020 version had more power and was smoother from bottom to mid, thereby creating less wheelspin. It also continued to build power much further into the rpm. (Mark Kariya/)With 14/47 gearing and an IMS 3.0-gallon tank carrying a full load of VP Racing Fuels T4 race gas, the bike still performed well in the single-track. The IMS tank is very well designed as it maximizes the lowest center of gravity while still being narrow so that you can still get forward enough on the bike to steer it. First gear was a little tall and keeping my finger on the clutch was key as I accidentally stalled the bike once in the single-track. I was also able to reach down and open the adjuster on the Precision Racing steering stabilizer on the fly, freeing up the bike to steer a little better in the tight sections. I rolled back into the pits and reported to Talarico that his adjustment was perfect and asked if we could do even one more click in the same direction. He made the adjustment and I went out to do two more laps and have some fun on the bike. Talarico had the WP Xact Pro suspension setup dialed. It was confidence inspiring, especially on the largest of whoops. The amount of damping control without harshness the components provided was amazing. (Mark Kariya/)After a few laps and really getting comfortable with the 2020 racebike, he suggested I try the 2019 model to see the differences and if the improvements were noticeable. The major updates to DT Racing’s 2020 machine were the WP Pro Components suspension, Vertex piston with a 13.6:1 compression ratio, Vortex X-10 ECU mapped for desert racing by Chad Braun at XPR Motorsports, and a change in gearing to 14/47 (compared to the 2019 model’s 15/49). It didn’t take me long to appreciate Talarico’s hard work and improvements. While the 2019 was fast and handled well, I could feel that the 2020 version was a much more polished machine. The stock WP Xact fork on the 2019 model, which featured a spring conversion kit and Gold Valves, didn’t offer the same amount of comfort and the engine was comparatively a little down on power as well. Like the 2020 bike, the 2019 machine featured an added sixth gear and FMF Factory 4.1 RCT full exhaust system. The ECU was stock, but had been remapped. The MY19 racebike produced more low-end torque, but it took much longer to get up to speed in sixth gear. Talarico’s 2020 package with the Vertex piston and Vortex ECU smoothed out the bottom to mid and helped the bike to continue to build power much further into the rpm. What was most noticeable in the mapping was the 2019 bike wanted to spin the rear wheel a significant amount over the 2020 model, making it harder to ride. So much so that with equal time on both bikes on our test day, the rear tire was clearly more worn on the 2019 racebike compared to the 2020. For a long-distance race like Vegas-to-Reno, having a smoother, easier-to-ride engine may be important as it can result in less rider fatigue and longer durations between rear wheel changes due to less wheelspin. Another area of improvement from the 2019 to 2020 racebike was the suspension. The fork on the 2019 model, which featured a spring conversion kit and Gold Valves, didn’t offer as much comfort as the WP Xact Pro 7548 coil-spring fork on the 2020 machine. (Mark Kariya/)One thing the 2019 had that the 2020 bike didn’t was an odometer. The top speed I was able to reach on the 2019 was 106 mph before having to slow down for corners on the relatively short (by desert racing standards) sections. The 2020 bike got up to speed much quicker and clearly pulled sixth gear significantly further into the high rpm. Overall, DT Racing’s 2020 KTM 450 SX-F Factory Edition is by far the fastest dirt bike I have ever ridden. Even though it’s rated at over 65 hp on the dyno, I never felt like it was the kind of power I couldn’t control. Because of the way Talarico set up the chassis, the 450 SX-F Factory Edition racebike felt more planted than a Yamaha YZ-F, but still lighter like a KTM SX-F. His ability to find the balance between the two is perfect. Combine that with a smooth, linear power delivery and you have a confidence-inspiring motorcycle, even for a rookie desert racer like myself. I enjoy all forms of off-road and motocross riding/racing. I had never considered racing a high-speed desert race like Vegas-to-Reno, but after riding DT Racing’s latest 450 SX-F Factory Edition, I have a whole new outlook on it. If I ever do decide to take a shot at competing and somehow completing such a demanding event, I would certainly have DT Racing on the top of my list of people to call. They offer this exact same package to customers and surely have this bike figured out. DT Racing knocked it out of the park with its 2020 KTM 450 SX-F Factory Edition build. We can confidently say that Axel Pearson and Jeff Trulove are going to have a great motorcycle underneath them at this year’s Vegas-to-Reno race. (Mark Kariya/)Gearbox Helmet: Shoei VFX-EVO Goggle: EKS Brand EKS-S Hydration Pack: USWE Tanker 16 Jersey: Answer Racing Trinity Gloves: Answer Racing AR3 Pant: Answer Racing Trinity Boots: Sidi Crossfire 3 SRS Source

Trade in time behind the steering wheel for riding a cargo ebike. (Jeff Allen/)Thinking about getting your first ebike, but not sure you’re quite ready to pull the trigger on your purchase? What if we told you that an ebike can transform your life in myriad ways—whether for safer commuting, health benefits, meeting entirely new groups of friends, or reducing your carbon footprint and slashing your monthly bills by replacing your daily driver? Here, we run down just a handful of ways an ebike can improve your life. Find New Motivation to Ride More Not sure you’re up for riding today? Don’t worry; you’ve got electric assist to see the journey through. (Jeff Allen/)Much like writing an essay or story, sometimes the hardest part of going riding is just getting started. If you’re on the fence about whether you have the energy to get out for a pedal, the knowledge that you can count on electric assist to complete the trip, should you need it, is enough assurance to get you off the couch and out the front door. And once you get moving, you’ll likely be energized from the feeling of the wind in your face, the torque from your electric motor, the passing scenery, and the hum of the tires below you. Before you know it, you’ll be saying to yourself, “I can’t believe I almost didn’t go for a ride! What was I thinking?” Leave Crowded Public Transit Behind Commute by ebike for better social distancing than riding public transit. (Yamaha Power Assist Bicycles/)Public transit is a great commuting solution, especially in crowded, traffic-choked cities where automobile parking is scarce and/or prohibitively expensive. But the pandemic and the era of social distancing have blown up notions about the safety of riding in a crowded bus, subway, or commuter train. At the same time, auto traffic is lighter than many of us have seen in decades, clearing the way for safer bike travel on city streets and bike lanes. What better way to take advantage of this confluence of circumstances than to start commuting by ebike—either currently to your essential job or as more workplaces start welcoming back employees who have been stuck at home for months. As a bonus, you’ll get fresh air on your way to work, you’ll experience your city or town in a whole new way from the saddle of your ebike, and you’ll get a bit of exercise while still arriving at your job free of sweat. As you embrace commuting by ebike, be sure to purchase essential accessories like a quality helmet that meets CPSC safety standards, a high-security lock, a handlebar bell, and a headlight and taillight or cheap and simple blinky lights front and rear to announce your presence to motorists. Embrace the Cargo Ebike Lifestyle and Make Errands Fun Replace your car with a cargo ebike. (Jeff Allen/)Getting a cargo ebike as a car replacement or to complement your usual driving is a fun and environmentally friendly way to get fresh air, burn less fossil fuel, and avoid battling for a parking space—is there a Trader Joe’s that isn’t a nightmare in this regard?—while running your regular errands. If you ditch your car entirely, you’ll also avoid costly monthly fuel bills and say goodbye to auto insurance premiums for good, leaving you more cash to spend on your favorite snacks and frozen pizzas (I’ll take the margherita, please) at your local TJ’s. Related: 10 Reasons To Buy An Electric Cargo Bike Use the cargo ebike’s rack system and augment it with panniers, frame bags, baskets, bungees, and other cargo accessories to maximize your carrying capacity. Many cargo ebikes also allow you to carry an adult passenger or multiple children, so you don’t have to run your errands alone. Related: Pedego Stretch Electric Cargo Bike Review Just like other types of pedal- and throttle-assist bicycles, cargo ebikes range widely in price, but most of these highly versatile and powerful vehicles are priced at several thousand dollars. So you’ll want to get a high-security lock or even multiple ones—think reputable brands like ABUS, Kryptonite, or Hiplok—to protect your considerable investment. Tailor Your Workout With Pedal Assist Use your sport ebike’s different assist levels for interval training. (Jeff Allen/)The multiple levels of pedal assist on most road or mountain sport ebikes make interval training extremely easy to do. For high-intensity training, after some warm-up miles select your lowest assist level—or put yourself deep in the pain cave by turning the assist completely off—and hammer your legs off for 30 seconds, then select a higher assist level to recover for anywhere from 30 to 90 seconds. Repeat two more times, then cool down. Related: Ebikes Keep Elite Road Training Motoring This is just one example of high-intensity interval training. There’s a whole internet of options for you to discover, including these tips from Active.com on getting started. Whatever plan or program you pursue, you’ll see gains in your power output and endurance while also burning fat. Wins all around! Discover New Adventures With the Ebike Community Plan a group ride with fellow ebike enthusiasts. (Jeff Allen/)Just like analog road and mountain bike enthusiasts, ebike riders tend to be a fairly clubby community. Connect with your fellow e-riders through dedicated social media groups and online forums. Use the rider community to stay current on new ebikes and accessories, favorite rides, travel ideas, and commuting routes. Plan meetups and group rides and make a raft of new friends who share your same level of stoke about ebike riding. Related: Cycle Volta Rolls Out First Group Ebike Ride Are you unsure of where you can legally ride your new $10,000 pedal-assist mountain bike? The community will know. Just ask. They’ll be happy to share. Editor’s note: Are you already an ebike owner and rider whose life has changed for the better by going electric? Please share your story in the comments section below. Source

Ben Zales and his award-winning 1963 Panhead chopper. (Ben Zales/)The Harley-Davidson No Show wrapped up last night with the announcement of the winners in three categories. With more than 60 entrants from 10 countries, there was an incredibly diverse range of bikes. From baggers to café racers to the many choppers in the show, it served as a great example of what can be done with a Harley-Davidson platform, and also the incredible range of bikes H-D has produced throughout its history. We pulled pictures of some of our favorite custom bikes in the show, because, after all, there were only three awards but many more bikes that deserve to be seen a little closer. Michael Lange’s 1921 Banjo two-cam boardtrack racer, which took the Harley-Davidson Styling and Design Award. (Courtesy of Harley-Davidson/)The first award was the Harley-Davidson Styling and Design Award, given by Brad Richards, the vice president of Styling and Design for Harley-Davidson. This award was given to an absolutely brilliant motorcycle built and raced by Michael Lange. The 1921 Banjo two-cam boardtrack racer not only has an amazing level of custom fabrication and engineering, it has also been raced for the last 24 years, proving the quality of that work. Christian Newman’s 1940 Knucklehead chopper, which garnered the H-D Museum Award. (Courtesy of Harley-Davidson/)The second award was decided by the staff of the Harley-Davidson Museum and awarded by Bill Davidson to Christian Newman, for his incredible 1940 Knucklehead. This bike is an absolute work of art. Christian is a professional engineer and that computing mind and attention to minute details shine through in each of his builds. We often joke that this bike took close to 100,000 hours to complete, due to the long nights Newman spent polishing each and every stainless component to get that beautiful mirror finish. Another very well-deserved award. Last but definitely not least is the Media Choice Award. This was decided by myself, Wes Reyneke of Bike Exif, and Steve Lita of American Iron. The three of us have conflicting tastes, yet somehow managed to quickly settle on our decided winner: Ben Zales with his 1963 Panhead chopper. This bike is a uniquely modern translation of 1960s show style that really stood out to me. Top-notch craftsmanship is visible throughout the build, but there is something exceptional about the lines and the way the bike flows together as a whole. It’s hard to tell without being able to see the crowds, but from where I was sitting, the No Show seemed to go very well. The unique aspect of being able to hear each builder describe their motorcycle was an asset, and I left knowing new things about bikes I thought I knew. Who knows how long we’re going to be stuck at home with limited social interaction, but even when the world opens back up, I think we can take a couple of tips from an event like this No Show. Eric Stein’s beautiful 1964 Panhead was toward the top of all the media judges’ lists. (Courtesy of Harley-Davidson/) Josh Allison’s patinated Knucklehead is made up of some incredible original parts and some very skilled fabrication. (Courtesy of Harley-Davidson/) Jero Fleming’s 1964 Panhead. (Courtesy of Harley-Davidson/) Hawke Lawshe’s cutaway 1981 Shovelhead is absolutely amazing, and to see it run is an experience in itself! (Courtesy of Harley-Davidson/) Winston Yeh’s style can be identified from a mile away. Always clean, always uniquely Rough Crafts. (Courtesy of Harley-Davidson/) This Evo chopper from Marcos Vasquez is one that I could see myself riding on the daily. A beautiful blend of old-school style and somewhat modern reliability. (Courtesy of Harley-Davidson/) Matt Landman’s timeless 1966 Shovelhead build. (Courtesy of Harley-Davidson/) This Road Glide is a little different than what we’re used to seeing from the brothers at Suicide Machine Co., yet still carries their trademark race-inspired style. (Courtesy of Harley-Davidson/) Ben Zales’ 1963 Panhead chopper, which took the Media Choice Award at the Harley-Davidson No Show. (Ben Zales/) The molding where the bike’s gas tank meets the frame is such an aesthetically pleasing detail. (Ben Zales/) Zales says the gas tank is just big enough to get to the gas station. Maybe back. (Ben Zales/) Hand shifter and foot clutch details on Zales’ 1963 Panhead. (Ben Zales/)Source

Even the human body can act as a condenser, storing an electric charge. We’ve all experienced this after shuffling across the carpet and touching a doorknob. (Viktoriya Kuzmenkova/123rf.com/)Condenser Trouble One gentleman wrote in to ask why a condenser (electronics people call it a capacitor) is always wired across the mechanical contact breaker points in a distributor or magneto. I too wondered about this until a hi-fi enthusiast friend looked at me as if I had two heads. “It’s there to give the flowing primary current someplace to go besides trying to jump across the gap as the points are opened by the breaker cam.” That explanation also tells us why ignition operation is poor if the condenser is missing or defective: Instead of sharply cutting off primary current in the coil to generate a spark, the current decays more slowly as it continues to arc across the gap. The whole idea of sharply cutting off the primary coil current is to rapidly collapse the magnetic field it has created, thereby inducing a much higher-voltage and lower-current pulse in the coil’s very numerous secondary windings, which are connected to the spark plug. But with no condenser, the primary current decreases more slowly, doing a less-good job of inducing high voltage in the secondary. What Is Flashing Across The Points? And the “flashing of the points” that occurs if the condenser is defective? That is the visible arcing as the points open, whose intense heat (like that of an arc welder) rapidly erodes the high-melting-point tungsten of which they are made, causing them to conduct less well and finally not at all. Then you are walking. Without a properly functioning condenser the points will be eroded by arcing and will eventually fail. ( Jeff Allen/)What Is A Condenser? A condenser or capacitor conceptually consists of a thin sheet of glass with a square of aluminum foil on either surface, to each of which foils a wire lead is attached. Depending upon the area of the foils and the thinness of the glass (or other insulating material), quite a lot of electric charge can be stored on such a device, but no current can flow through it. With a working condenser across the contact-breaker points, as they open, the current readily flows to the condenser rather than jumping the much higher resistance path across the increasing points gap. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. For packaging, foils and insulators may be rolled up into cylindrical or other forms. Back in the days of cathode ray tube TV sets, service people took care to discharge the large high-voltage capacitors on the electronics chassis so they would not inadvertently touch the wrong thing and get a possibly fatal whack of current from one of them. When charged, one foil becomes positive, the other negative. Condensers, like these from Lucas units for Norton Commandos, give the primary current somewhere to go when the points are opened. (Ray Nierlich/)You yourself have capacitance, as you can discover when you scuff across the carpet on a dry winter day and reach for the light switch. Zap! A spark startles you by jumping between your finger and a screw in the switch plate. On an early Orient motorcycle (1899–1907) I once had the privilege of examining, its ignition capacitor actually was a thin glass sheet between foils! Source

The Fabio Taglioni-designed Ducati Pantah SL 500 was the fastest bike in its class at the time. (Bruno dePrato Collection/)Dr. Fabio Taglioni is principally—and rightfully—remembered for having designed the only desmodromic distribution train that proved so rational, reliable, and consistent, it became a regular production component of all Ducati engines. But I would also remember Dr. Taglioni for his spirit, his great ethics, and his deep moral honesty, and for great passion and dedication. You should have seen him at the drawing board, sketching perfectly neat lines that needed hardly any touch-ups because he had already configured the project in his mind, down to the last detail. Many portray Taglioni as a stubborn conservative, but none of them ever had the privilege of working under his lead. Sure he was “old school,” as were most of those involved in motorcycle engineering at the time, but he always put maximum effort into refining and evolving what was tried and true, and when he knew he’d extracted the ultimate potential of a given concept or technology, he was always open to investigating the latest innovations. Above all he was always available to discuss new concepts and solutions brought forth by his younger assistants. Fabio Taglioni and his magic pencil at work at the drawing board. (Bruno dePrato Collection/)That’s how, around the mid-‘70s, Taglioni got around to confronting two major problems facing Ducati at the time. First, the new models had to put an end to the landslide of broken crank assemblies that were destroying Ducati’s reliability image. The fact is there was a total lack of quality control, since the press-fit crankshafts were never checked for correct alignment and duly squared off, leaving the production manager to waste lots of time and money recalculating every component and testing alternative solutions. Second was the need to give life to a new midsize 90-degree V-twin that could drive sales in that growing market. RELATED: This Engine Was Ducati’s Most Magnificent Failure The basic parameters of the project had taken shape back in 1972, during a meeting at the Ricardo R&D headquarters in London to discuss the effective solutions to the crankshaft problem. At the time, responsibilities of the production manager and quality control standards were vague, so the discussion went round in circles. Eventually, however, someone asked, “What if we switched from press-fit crankshafts on ball bearings and needle cages to solid forged crankshafts on plain bearings?” The Ricardo technicians agreed “that would be the ultimate solution,” but Taglioni roared back in protest, “Are you trying to rob my engines of their ultimate potential?” It was an understandable response; at that time in the industry, only the Moto Guzzi V7 transverse 90-degree V-twin and the Honda CB750 Four had forged solid crankshaft turning on plain bearings at all ends. This original Ducati Pantah 500 V2 engine is kept in the Ducati Museum in Bologna, Italy. (Bruno dePrato Collection/)Taglioni may have shut down the discussion then, but the incident lingered in the back of his mind. As Fabio pondered the design and structure of the crankshaft for his new 90-degree V-twin he realized the radical evolution that plain bearings and lubricants had gone through, especially in the USA, but also in Formula One and GT racing. Only Porsche was still building the first generation of its magic 356 Carrera 2.0-liter engine around a Hirth-type crankshaft, and by that point Taglioni was sold on the forged solid crankshaft concept. But he still did not want to completely turn the page, so for his new V-twin he selected the same proven MRC angular contact ball bearings used in the 750–900 SS for main bearings, reserving the plain bearings for the cap-type rods. Hybrid solutions like this were not uncommon at the time, especially on high-revving engines (another grand old man, Enzo Ferrari, fitted roller bearings at both ends of his supreme F1-racing V-12s). Dr. Gigi Mengoli is the only member of the original Taglioni team still active; here he’s seen with the original Pantah 500 V2 and its derivative, the present Scrambler 800 unit. (Bruno dePrato Collection/)Main end journals were 35mm, the crank journal was 40mm, and the two combined to create, in the axial view, an 8.5mm overlap that would ensure an almost perfectly flex-free structure. Given the impossibility of feeding oil through the ball-type main bearings to support the rod’s plain bearings, the crankshaft left end was further supported by a bushing inserted in the left-side crankcase cover. The bushing was sealed to route pressurized oil from the pump to the duct inside the crankshaft. Axial feeding is a more positive way to feed oil to the crankshaft than through the radial orifices on the main journals because then oil flow has no centrifugal force to overcome. Taglioni was set on using the best European plain bearings at the time, British-made Vandervells, but someone suggested that American Clevite CL-112s were superior. And Clevite CL-112 it was. As always, the rods featured a center-to-center measurement that would return an above 2:1 ratio to the stroke to kill friction and secondary imbalance; in this case 124mm rods for a 2.14:1 ratio. RELATED: Cycle World’s Instagram Picks of the Week - June 17th The crank assembly was just the most prominent sign of the new approach Taglioni adopted when designing the Pantah 500 90-degree V-twin. Bevel gears and related shafts were a very distinctive and elegant mark of the Ducati SOHC engine, in both the single and twin configurations. And Taglioni calculated the size and torsional rigidity of the shafts so that they could act as torsion bar springs to smooth out the peak loads that aggressive cam profiles could generate through the valve drivetrain. As an example, the mighty Ford-Cosworth DFV 3.0-liter V-8 suffered from distribution gear train failures in early F1 Grand Prix outings because of excessive loads on the unyielding gear sprockets; the sprocket teeth disintegrated. But bevel gears were expensive and hard to keep at the right tolerance, and this new V-twin was supposed to be accessible in price and in ease of maintenance. The Pantah's adoption of toothed belts for the valve drivetrain was a brilliant solution to aggressive cam profiles. (Bruno dePrato Collection/)Morse-type chains were utilized at first, but they also were expensive, so Taglioni turned to the fresh technology of toothed belts, which showed good promise. They were reliable, needed minimal maintenance, and would stretch less than chains yet yield that one-tenth of a whisker that would help smooth out distribution peak loads. And they were so quiet! As usual, Taglioni designed a pair of very elegantly shaped, polished aluminum belt covers to contribute a refined, finished look for the bike. Less noticeable was the adoption of Nikasil-coated cylinder bores to replace the traditional cast-iron liners, but the improvement was substantial: a cooler running engine and tighter piston-to-cylinder tolerances, yet less friction. Taglioni’s design for the original toothed cam belt covers was just one of the bike’s elegant details. (Bruno dePrato Collection/)And there ends the list of innovative technologies Taglioni adopted for his new 90-degree V-twin, to both enhance its reliability as well as maintain its industry-leading edge. As for the thermodynamics, he simply extracted the best solutions from his enormous trove of experience. Bore and stroke were set at 74mm and 58mm, directly derived from the 74mm by 57mm of the 250cc SOHC single, and of the short-lived but promising 90-degree 500cc GP racer. The extra millimeter was added to reach the full displacement. The SOHC head featured a combustion chamber of very compact profile thanks to valves set at a 60-degree included angle, the result of a positive experience with the short-stroke 750cc racer that finished second only to Jarno Saarinen’s unbeatable Yamaha TZ350 at the 1973 Imola 200. The valves, a 37.5mm inlet and 33.5mm exhaust, were actuated by a refined desmodromic train, with no spring cams as an alternative. The combustion chamber was a real jewel of efficiency, with its high swirl turbulence generated by a generous squish band, in the best Taglioni tradition. The Pantah’s SOHC head featured a combustion chamber with valves set at a 60-degree included angle and an ample squish band, making for a very efficient two-valve motorcycle. (Bruno dePrato Collection/)Compression ratio was kept at 9.5:1 and the fueling was entrusted to a pair of Dell’Orto PHF 36 carbs, both facing backward and breathing through a real airbox. The Pantah 500 V-twin was very quiet by Ducati standards, and even the beautifully executed Conti mufflers were more civilized than the thundering ones developed for the 750–900 SS V-twin. Quiet, refined, and beautifully smooth, the Pantah 500 V-twin kept the Ducati performance torch bright, generating 49 hp at 9,000 rpm with 31 pound-feet of peak torque at 6,300 rpm. Redline was easily around 10,000 rpm. The whole Pantah 500 SL was lean, featuring a sleek top fairing and weighing 390 pounds, and its speed potential was outstanding, easily exceeding 125 mph, with strong acceleration and midrange response. In terms of top speed it dusted the other hot newcomer of the day, the Kawasaki Z500, by a solid 13 mph. The Pantah 500 V2 was very elegant from all angles, with forward-facing exhaust manifolds. (Bruno dePrato Collection /)The Pantah 500 V-twin was Taglioni engineering at its best, but the chassis was standard Ducati, with good structural rigidity, rear-biased weight distribution, and an incredible 30.5-degree rake angle and 125mm trail, to compensate for the inappropriate weight distribution and to grant adequate front end stability at speed. On the road, its handling was acceptable, but when I set up a Ducati Pantah 500 SL versus Kawasaki Z500 comparison test at the Imola track, and pushed the Pantah hard, it proved prone to understeering and the Kawasaki Z500 clocked a better lap time. Still, the V-twin was so incredibly well conceived by Taglioni that it progressively grew in displacement and power, becoming the dominant force in the SBK series in its 1198 Testastretta edition, which featured the Massimo Bordi-designed and developed four-valve desmo heads. But the lower half still featured those angular contact ball bearings and a layout designed by the Old Grand Man. Thank you, Fabio, for the great engineering lesson! The evolution to the Pantah 600 SL extracted extra potential from the engine, giving it more torque. (Bruno dePrato Collection/)And nobody around Borgo Panigale should ever forget that he saved Ducati twice. Once in 1954, when he joined the company and rapidly gave life to the Ducati 100, the first of the celebrated family of SOHC singles that grew to 450cc, and then again in the ’70s, when he designed the formidable Pantah 500 V2, the pillar that sustained the growth of Ducati to its present status. Godspeed, Dr. Taglioni. Source

Aldo Drudi's latest helmet design was created for Racing Colors Against the Virus, an initiative to raise funds for the Italian Red Cross. (Dainese/)For Valentino Rossi and teammate Maverick Viñales, the color of the world after the pandemic is the blue of the Adriatic Sea (and its dolphins) off Misano, Italy. For Fabio Quartararo and Franco Morbidelli it’s the black and yellow of the bees, sometimes regarded as thermometers for our planet’s health. For Cal Crutchlow or Superbike ace Jonathan Rea or Formula One driver Antonio Giovinazzi, it’s a rainbow’s arc or the black and white markings of a swallow. It took just 45 minutes for renowned helmet painter and designer Aldo Drudi to gather 20 of these top racers and have them pledge support for “Racing Colors Against the Virus,” Drudi’s charity initiative to raise funds for the Italian Red Cross. Drudi created a special one-off helmet that was raffled off this week, with participants asked to donate to the organization. This special one-off helmet with the support of multiple top-tier riders and racers, was raffled off and the winner declared this week. (Dainese/)But then Drudi is no stranger to the MotoGP and World Superbike scene; he’s been the creative force behind all of Rossi’s helmet designs (as well as many other MotoGP riders), and his work goes back decades. In fact, before he was even a designer, Aldo used to train and then work with Valentino’s dad Graziano, on Misano’s shore. Graziano was the first Italian racer to really embrace symbols and colors to decorate his helmet. After Graziano, Drudi’s work found its way to an endless list of champions: from Kevin Schwantz and Mick Doohan to Valentino Rossi, and now the younger generation represented by Fabio Quartararo, Maverick Viñales, Franco Morbidelli, Andrea Migno, and Mattia Casadei, to name just a few. RELATED: The Stories Behind Valentino Rossi’s Special Home-Race Helmets We sat down to talk to Drudi about that work, and he shared with us the meanings behind some of those colors and motifs, and how the racers use them. Drudi is the creative force behind a host of champions’ helmets, including lids for Mick Doohan, Kevin Schwantz, and Valentino Rossi. (Dainese/)The helmet may be the most intimate item a racer shows to the outside world. It reveals a lot about the person wearing it. When we sit down to create the new graphic for a helmet, the rider opens the doors to his fears and his dreams. I consider myself privileged because in my work I get to share the racer’s most intimate moments: the joy of going out on track with a new helmet or the moment of the defeat or the loss. Can the riders be seen as modern knights? They are the knights of this millennium. Throughout my career, I also had the incredible occasion to design protection for some of Dainese’s racing gear. Mr. Lino Dainese was my mentor, and I learned a lot from him. Moreover, I took inspiration from medieval armors [during the design phase] and following Doctor [Claudio] Costa’s advice to protect the rider without limiting his natural movements during a crash. What is the meaning of the colors on a racer’s helmet? I studied the knights of the Middle Ages as well as native Americans to see how they dressed for battle. The colors represented their belonging to a clan, and it was a way of camouflaging or exorcising fear. For a racer, wearing a helmet is also like wearing armor. Customizing a helmet with personal colors and symbols is a ritual that a rider repeats every season or for special occasions, such as a home GP race. It becomes a sort of protection, an extra motivation, a message to oneself as well as to the rivals, just like the Sioux or Cheyenne used to paint their faces and horses before going into a battle. As with all his designs, Drudi’s Marco Simoncelli graphics are instantly recognizable. (Dainese/)Are the riders aware of such a strong link? Every rider is aware of the power of those colors and symbols, though not all have the same level of awareness. One day I invited the riders I work with to visit the Uffizi museum in Firenze [Florence, Italy] and I was impressed by their reaction. They were fascinated by the paintings of Botticelli, Donatello, and Leonardo. They went crazy for Michelangelo’s David. They saw themselves in the bravery, the awareness, and the challenge of this young guy against the giant Goliath. It took David’s cunning and skill to defeat someone bigger than him, and he did so with just a simple slingshot. I see the same awareness in approaching a race in the eyes of the champions. It was this awareness that impressed me the first time I saw Valentino putting on his racing gear. He was still a kid, competing in the Italian Championship, but his gaze already showed all the awareness of the sports competitor. Motorcycle racing is very special, as it’s an alchemy between the rider and the bike. The body of the rider is part of the chassis, and the champions are very aware of this dance on the edge of the human limits. Racers like certain colors and symbols to tap into the mood of a race, which Drudi says influences his designs. (Dainese/)It seems like each of your helmets reflects the personality of the rider. My work began with Graziano Rossi, Valentino’s dad. We started by designing an enchanted castle with a rainbow, and it was such an original helmet for those years, but Graziano was like that. He was special and Valentino has inherited his taste for colors, graphics, and the fun of racing. What was unique about Kevin Schwantz? With Kevin we switched things up with the brazen use of yellow. It was sort of revolutionary in those days, but the helmets achieved a sales record. On the front of the helmet we used the checks of the checkered flag. On the back we used a flash of yellow that looked impressive on TV. The yellow color indicates nervousness. That helmet reflected his personality so well, and his special way of riding, screwed on the bike. That helmet was a sales record. You have colors but also symbols, and even animals, that have great meaning for the riders. These are all part of the feelings that racers share before the start: the mix of courage, fear, and adrenaline. The conscious use of colors and symbols help them to exorcise the fear, to feel extra protection and motivation. Mick Doohan, for example, had a koala on his helmet. When I sketched out his new helmet, I redesigned his original koala from relaxed to more aggressive, following the Anglo-Saxon trend. He didn’t like it. He wanted his looser koala back. Only at that point did I understand that the koala had a deeper meaning; it reflected Mick’s laid-back attitude off the track. If you think about Valentino’s iconography, the sun and the moon have become a staple of his helmets. These two symbols represent the two faces of his character; the solar side for the friends, and the moon for his more reflective side. Valentino also likes the symbol of a turtle, which he had tattooed on his belly when he was young. He liked it mostly because it was the symbol of Italian motorsport legend Tazio Nuvolari. Rossi’s helmet designs have evolved over the years, going from detailed bursts of color to simple, strong statements. (Dainese/)Valentino’s helmets almost always speak about himself. Yes, they are iconic and most of the time ironic. He has a great self-irony, like with the donkey helmet from Misano. The Italian GP round came after the crash in the United States and Valentino had commented that the race didn’t go well and that he was a donkey. The design never refers to someone else and is never an answer to some other rider. Valentino follows the design of the helmet with the same dedication and manic precision as he does when preparing himself and the bike for a race. A special helmet helps him channel the mood of the race, and for this reason it has to be done perfectly. When you do everything perfect, you win the race—helmet included. Over the years, the graphics of the helmets reflect his growth. From “Rossifumi,” to “the Doctor,” to “la tribù dei Chihuahua.” Valentino is so eclectic that he has gone through an incredible variety of designs to immortalize specific moments of his career or special occasions such as the Mugello GP. Now on the back of his helmet you see his name: Valentino Rossi. What is the reason behind this urge? Who doesn’t know him? By stating his name, Valentino makes it an act of responsibility. On Franco Morbidelli’s helmet the Italian and the Brazilian flags stand out. We stylized the two flags as a reflection of his persona. Born in Rome to a Brazilian mother and Italian father, Franco is the son of two cultures. From his mom Cristina, he inherited the love of samba, nature, and life. Calm and relaxation come from the Brazilian side of his family, while from his dad Livio, he learned to be as serious as possible at work. Behind these two flags there is a whole world. Drudi called Simoncelli’s simple and clean helmet design “powerful.” (Dainese/)You also worked with Marco Simoncelli, right? Do you remember his helmet? Two red stripes on a white background. That design was so simple and so powerful. It was Marco. He was like that: He was simple, in that way that he reduced everything to its essence. Source

Kawasaki announced that it will reproduce the cylinder heads for 1970s Z1 motorcycles. (Kawasaki/)Kawasaki’s 903-cc Z1, introduced in the US in 1973, was a revolution in defining what a motorcycle could be. In a world in which 650 was big (all those 1960s British twins) and 750 was huge (Triumph’s Trident Triple, Norton’s Commando, and Honda’s CB750 Four), the Z1 was an all-new animal. People had to have it then, and they still revere it today. Evolving in the hands of builders in AMA’s early production classes, this bike was the single greatest cause of the Superbike revolution—the idea that there could and should be an all-but-unlimited roadracing class for truly production-based machines. Who can forget the great rides and championships won by Eddie Lawson on Rob Muzzy-built Z1-based Superbikes? No one can forget the Muzzy-built Z1-based Superbikes piloted by Eddie Lawson. (Cycle World Archives/)Z1′s big air-cooled inline-four was also a revolution in drag racing. Before the Z1 brought the potential for killer horsepower in a single powerplant, drag builders were joining together two, three, or even four smaller engines. Why reproduce cylinder heads, and why now, many years after the production of “well over 100,000 vehicles” has ceased? How many times over 40 years can you push in new valve guides or shrink in new valve seats before you need a new head? And connoisseurs of the big air-cooled sit-ups want to ride them, not just gaze at a static showpiece. Kawasaki is reproducing Z1 heads in 2020. There are only so many times you can rebuild a head—and Z1 owners want to ride, not look at their machines. (Kawasaki/)Just to revisit some salient points, Muzzy’s best engine gave 152 hp at 10,250 rpm, and he said, “Things start to go bad really fast when you get near 11,000.” In the early days of Superbike it was believed by some that only older, wiser riders could master such giants. Then someone at Kawasaki said, “What about this kid Freddie Spencer? Anyone know his phone number?” Freddie put an end to all that older-and-wiser talk right away. It wasn’t easy to race those big 1,000cc air-cooleds because in truth, their engines were far ahead of their production chassis, suspensions, and tires. Winning races therefore required a lot of professional attention to nearly every part. And that in turn drove the next revolution in production motorcycles—design of bikes that could be production-raced with minimal changes: Ninjas, Secas, Hurricanes. And that in turn brought forth the Supersport revolution—the years of intensive competition in 600, 750, and 1,000 classes, enjoyed by large numbers of amateur and professional riders. Racing those big sit-ups in 1975–‘82 was a crazy, creative scene. Each AMA district had its own tech inspector in those days, so teams never knew which carburetors a given tech chief would deem legal on a given day. So they sent watchers to report instantly which carbs were being let through. If a bike with Keihin race carbs was approved, teams waiting in the tech line would pull their bored-oversize but lower-performing stock carbs and fit their Keihins. Brakes were particularly hard-hit by the new horsepower, so the US team had its own iron discs cast and finished by a series of steps, alternating between machining and furnace annealing, resulting in discs that remained stable in racing and did not taco or cone. In competition, desperation is the true mother of invention. From Today’s Press Release “Kawasaki will reproduce the cylinder heads using current methods based on original part design plans and specifications. The cylinder heads will be manufactured by Kawasaki Heavy Industries Ltd. in Japan and will be available in two colors, silver and black. Kawasaki’s reproduced Z1 heads are available in a black or silver finish. (Kawasaki/)“To be one of the first to receive one of these reproduced cylinder heads, preorder can be placed by contacting your local Kawasaki dealership and placing an order before June 30, 2020. Orders placed by this date are expected to arrive by fall 2020. For more information please contact your local Kawasaki dealer or visit kawasaki.com.” The release continues, listing the models of Z1, KZ900, and KZ1000 that are compatible with this head, plus its physical details. Source

Jordan Graham won the inaugural Hooligan class at the Mint 400. (Ducati /)The Mint 400 is one of the oldest off-road races in the United States, and for 2020 the Hooligan class was added. Hooligan flat track has drawn racers and fans to venues all over the US, and now the Mint is looking to capitalize on the buzz with the new class. On March 6, heavyweight, multi-cylinder bikes based on streetbikes blasted out into the desert. Less than five hours later Jordan Graham crossed the finish line on his Ducati Scrambler Desert Sled 45 minutes ahead of second place. Months before, we ran into Graham during a multi-bike test in his home town in Central California. He had just signed the deal with Ducati to race flat track on a Ducati Scrambler and he let us in on the plan to race a Desert Sled at the Mint 400. Having seen him destroy the hill climb event at the HighPipe Scrambler Festival on his flat track bike in 2018, we had no doubts he would be the first to the checkers. Spider Grips prepped the Fasthouse duo’s Ducati Scrambler Desert Sleds for the Mint 400. (Ducati /)Graham was joined on the team, which was a partnership with Ducati and Fasthouse, by Ricky Diaz. The two went straight to the front of the standings on their highly modified, Spider Grips-prepped Scramblers, with Diaz grabbing a short-lived lead over Graham. Graham then put on the charge we knew he would, and pulled ahead. Diaz unfortunately dropped out of second place and the race when a rock destroyed his shifter. Another Spider Grips Desert Sled piloted by the tag team of Alexander Smith (yes, that Smith) and Michael Allen moved from third to second thanks to Diaz’s mechanical. Graham crossed the finish line, completing two 80-mile loops of the course, in 4 hours, 45 minutes, and 33 seconds. Check out the video below from Ducati Scrambler to go behind the scenes of the Mint 400. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Source

KTM has released details about the updates made to its XC-W TPI two-stroke enduro, XCF-W four-stroke enduro, and EXC-F dual sport bikes for 2021. All of the models have an updated WP Xplor fork that now features an external preload adjuster. Also, each of the bikes are outfitted with new gray accents on the radiator shrouds, airbox cover, side number plates, and rear fender. Related: 2020 KTM 350 XCF-W Review Model-specific updates include the 150 XC-W receiving a new cast piston that replaces the prior model’s forged piston. The cast piston on the 2021 model is said to improve durability while keeping weight to a minimum. Also, the 500 XCF-W and 500 EXC-F come with a new shift locker that is claimed to provide increased durability. 2021 KTM 150 XC-W TPI The 2021 KTM 150 XC-W TPI features a new cast piston that is claimed to provide increased performance, consistency, and durability. (Courtesy of KTM/)2021 KTM 250 XC-W TPI All of KTM’s enduro and dual sport models, including the 250 XC-W TPI (pictured), have an updated WP Xplor fork that features an external preload adjuster. (Courtesy of KTM/)2021 KTM 300 XC-W TPI The 300 XC-W TPI is the highest-displacement two-stroke model in KTM’s enduro lineup. (Courtesy of KTM/)2021 KTM 350 XCF-W KTM’s entire enduro and dual sport lineup, including the 350 XCF-W (pictured), have new gray plastics and graphics. (Courtesy of KTM/)2021 KTM 500 XCF-W The KTM 500 XCF-W enduro model (pictured) and 500 EXC-F feature a new shift locker for 2021, which is said to increase durability. (Courtesy of KTM/)2021 KTM 350 EXC-F First introduced in 2012, the 350 EXC-F is KTM’s smallest-displacement dual sport model. (Courtesy of KTM/)2021 KTM 500 EXC-F The 2021 KTM 500 EXC-F has a claimed dry weight of 240 pounds. (Courtesy of KTM/)Source

The 2020 Yamaha MT-03 is the bLU cRU’s latest addition to its hypernaked lineup, which also includes the highly addicting, bigger-displacement MT-07, MT-09, and MT-10 models. Ahem, the MT-03 has big shoes to fill. This lightweight machine is an evolution of Yamaha’s YZF-R3 supersport machine, sans a full fairing. Instead it receives aggressive naked-bike styling familiar with its siblings and a one-piece motocross-style handlebar for a more upright riding position. The MT-03 is powered by the same 321cc DOHC parallel-twin engine as the YZF-R3, as well as the same basic chassis. Dyno performance numbers on Yamaha’s MT-03. (Robert Martin /)Ahead of an upcoming test, we strapped the new model to our in-house Dynojet 250i dynamometer, recording horsepower and torque measurements. The MT-03 produced 37.07 hp at 10,590 rpm and 20.22 pound-feet of torque at 9,010 rpm. Stay tuned for more testing! Source

Brixton’s new flagship Crossfire 500 and Crossfire 500 X are expected to hit European dealerships this August. Shown is the X model. (Brixton Motorcycles/)The EICMA show has hosted its share of new model debuts over the years, many of them relentlessly hyped examples from well-known marques. So when Brixton Motorcycles announced that its Crossfire 500 concept—introduced in 2018—would be going into production at last November’s show, it probably didn’t register on most watchers’ radar. That may have been because of the brand’s penchant for cranking out small-displacement air-cooled Chinese-made retro roadsters for much of its five-year existence, but the two just-launched Crossfire 500 models—the Crossfire 500 and Crossfire 500 X—look to change those preconceptions. Somewhat, anyway. The Crossfire 500 was shown as a concept bike at the 2018 EICMA show and most of the details—including the signature “X” tank design—have carried through to the production version. (Brixton Motorcycles/)For one, Brixton Motorcycles has recently begun designing its own bikes thanks to parent company KSR Group’s new state-of-the-art design studio in Krems, Austria. Developed by the KSR Group design team, the Crossfires are the first results of the process, matching the EICMA concept bike in almost every way. That means a relatively trim, retro/tracker aesthetic packaged into a basic tube steel frame with a stubby tail, spoke wheels, round headlight and—what Brixton calls the design highlight—a uniquely X-formed fuel tank shape. The company is keen to point out the “X” tank is meant to serve as a signature design language of Brixton Motorcycles going forward, and all Brixton vehicles with the new X-tank design will be called “Crossfire,” creating a sort of independent sub-series within the lineup. That’s all well and good, but if you’re like us, you also can’t help but notice another design feature; the Crossfire’s eerie similarity to Husqvarna’s Svartpilen, minus the trellis frame. Makes us wonder just how far the KSR design studio is from Mattinghofen… Does anybody else see a Svartpilen hiding in plain sight? (Brixton Motorcycles/)In any case, a straight seat line carries through on both models (though the actual saddle and material is different on the X), and even with all the retro flourishes, the Crossfire 500 still manages to squeeze in an LED headlight and indicators, and a digital speedometer. Also of note is the fact that the Crossfires pack Brixton’s largest engine to date—a completely new water-cooled 486cc inline twin that’s said to be good for 47 hp at 8,500 rpm and 31.7 pound-feet of torque at 6,700 rpm. That places it firmly in the UK’s A2 license category for riders aged 19–24 and limits bikes to 47 bhp (the Crossfire is marketed for Europe). The new DOHC mill was developed over a two-year period and is currently Euro 4 compliant, with Euro 5 certification said to be coming by year’s end. Fuel injection, six speeds, and Bosch ABS also separate the running gear from the brand’s previous offerings, with build quality and components also looking to be more carefully considered. You’ll see J.Juan brakes - which Brixton curiously mentions are the same spec as KTM’s 790 model, though that rear disc looks worryingly undersized - an adjustable, upside-down KYB fork, and a full stainless steel exhaust, to name a few of the tastier bits. Although details and dimensions are few and far in between beyond those, it sounds like a decent start. The Crossfire 500 models carry Brixton’s biggest displacement engine, a new 500cc inline twin. (Brixton Motorcycles/)Differences between the 500 and the 500 X models are minimal, with the X getting bolder graphics and some dark accents, a higher-mounted plate holder, a flatter, tracker-like ribbed seat, and a wider bar. The X also rolls on burlier Pirelli MT 60 rubber versus the 500’s Pirelli Angel ST donuts, but based on photos, the riding position looks mostly upright on both, with mid-mounted pegs and wide-ish bars contributing to a slight forward lean. Although the launches of the Crossfire 500 and Crossfire 500 X had to be postponed because of the COVID-19 pandemic and the bikes were launched online last week instead, production has now started, and Brixton says the first models are expected at dealers in August. As you’ve probably guessed, the Crossfire 500s and their approximate $7000 pricetags are meant for European markets, but based on KSR’s website, they may make the leap to this side of the pond sooner rather than later. LED lights and a digital dash give a welcome touch of modern to the Crossfire’s mixed aesthetics. (Brixton Motorcycles/)As for Brixton, the company? Although the name might give you the impression it’s based in South London, the brand is actually part of Austria’s KSR Group, a global organization which imports bikes from a slew of Chinese manufacturers including CFMoto. KSR has also recently relaunched the Malaguti brand, and has ties to Benelli and Royal Enfield (but not, as far as we know, to KTM). Headquarters are in Krems, Austria, with international partners in Asia. Brixton itself exports bikes to around 40 countries worldwide, and although it says its bikes are sold in Europe, Asia, and North and South America, we couldn’t find any dealers in the US. The Crossfire 500 X model brings some darker elements, a wider bar and a different seat and plate holder, but that’s it for differences between the two. (Brixton Motorcycles/)The company also has other products on the horizon, like the Crossfire 125 XS minibike, expected to debut in July 2020. The XS picks up the basic idea of the Japanese minibikes of the 1970s, but refines it with modern styling and contemporary technology. And next year, Brixton says it will roll out the “normal size” Crossfire 125 with a water-cooled engine. Its third 125cc newcomer will hark back to a different segment when it also rolls out in July 2020; the Rayburn 125 is going for bobber style with a sprung solo seat, a leather tool bag, and two-tone paintwork. Lastly, the brand has done little to dispel rumors that its large-displacement Bonneville look-alike, shown as a 1200 concept bike at EICMA, is also headed for production. Will we be seeing some of those wheels on this side of the world soon? brixton-motorcycles.com The Crossfire 500 X is also a bit more scramblery and a tad pricier. (Brixton Motorcycles/) Brixton will soon have another Crossfire model in the series, with this 125cc minibike. (Brixton Motorcycles/)2020 Brixton Crossfire 500/Crossfire X Specifications Price Approx $6758 / $7,096 USD [5,999 / 6299 Euro] Engine 486cc, DOHC inline parallel twin Fuel Delivery Electronic fuel injection Transmission/Final Drive 6-speed/chain Claimed Horsepower 47 bhp @ 8,500 rpm Claimed Torque 31.7 lb.-ft. @ 6,700 rpm Front Suspension KYB upside-down fork; N/A travel Rear Suspension N/A Front Brakes Single disc; Bosch ABS Rear Brake Single disc; Bosch ABS Wheels, Front/Rear 17 in.; aluminum spokes Tires, Front 120/70-17 Pirelli Angel ST / Pirelli MT 60 Tires, Rear 160/60-17 Pirelli Angel ST / Pirelli MT 60 Rake/Trail N/A Wheelbase 55.7 in. Seat Height 31.2 in. Claimed Wet Weight 418 lb. Fuel Capacity N/A Source

Vespa and Christian Dior have collaborated on a special model of the Vespa 946 scooter. (Vespa/)Seventy-four years on, Vespa is the most iconic scooter ever. It is also in the running for the most iconic two-wheeled vehicle. Now this reputation is further enhanced in the fashion world by a special model with the legendary fashion house Christian Dior. Vespa and the French maison share a common birthdate, the year 1946. And now they found that a common celebration would be a very nice opportunity to share the platform. Enter Vespa 946 Christian Dior. The Vespa 946 was unveiled at EICMA 2012 and received enthusiastic attention from the public because it refreshed the original style of the first Vespa, updated and enriched by a very high level of execution of refinement. The profile of the front shield, the position and shape of the headlight, and the design of the seat recalled and at the same time smartly updated the original styling. Pricing has not been announced for the Vespa 946 Christian Dior. (Vespa/)Now the already exclusive Vespa 946 has been redesigned by Christian Dior Creative Director Maria Grazia Chiuri, who added exclusive graphics and execution touches that underline the ties between Vespa 946 and Maison Christian Dior—like the blue leather seat trim and handlebar grips, the cream white paint with gold pinstriping that extends to the wheels, and the handmade aluminum inserts. Chiuri also added exclusive Christian Dior diagonal finishing to the seat support structure and the same graphic theme carries a top case, backpack, and helmet. Clearly aimed at the most sophisticated fashion market, Vespa 946 Christian Dior will be manufactured at the Pontedera Piaggio premises on a special assembly line where everything will be hand executed. This very exclusive edition is powered by the standard 125cc three-valve unit like all Vespa 946s. Price has not been confirmed. Source

A 1966 Yamaha TD1-B first built as part of Cycle World’s aborted Isle of Man TT effort that year. Later owned by Gordon Jennings and restored by Jeff Palhegyi of Palhegyi Design, a noted collector of two-stroke race bikes. (Jay McNally/Cycle World Archive/)I can’t get worked up over “those great old bikes,” and I don’t wish my hands were going to sleep riding them. Motorcycles continue to evolve rapidly, so one lesson of the past is that what we regard as cool and ace today will in 10 years seem embarrassingly unsophisticated. In 1965, our local roadrace hero Andy Lascoutx bought a Yamaha 250 TD1-B two-stroke roadracer (number 188, one digit ahead of the engine number of the one I am currently assembling). Being accustomed to lackluster homebuilt racers, after first practice at Vineland, New Jersey, he was bubbling with enthusiasm. Drink in the variety of aluminum surface finishes—so fresh, so apparently unaltered by time. This bike has a black frame but the original color was a subtle “cordovan metalflake.” This bike wears the chrome-plated “Suzuka pipes” also seen on the Ascot Scrambler. See the fuel-frothing stock remote fuel bowls, bravely bolted to the engine! As you accelerated, fuel sloshed to the rear, making the engine run lean. Those chrome horns on the carbs and metal rear fender are not seen on TD1-B. (Mark Hoyer/)“It’s so fast! And if I want to go faster, I just turn the grip more! And the brakes! If I want to stop faster, I just pull the lever harder!” The passage of a year changed his perspective. The engines broke rings or the cylinder chrome chipped. The magnetos went out of time. Used very hard, the drum brakes were at their limit, and cracks were appearing in the iron wear rings cast into them. Suspension was harsh. Vibration made riders’ hands tingle and go numb. This bike has the proper late-B spring-mounted pipes (the bolted-solid chrome pipes cracked constantly) painted with heat-resistant silver paint. The angled flat you see on the side of the pipe is for cornering clearance. Also the swingarm is correct—you can just make out the long gusseting (it was made longer in steps with every model, TD1, TD1-A, B, and C). Carbs are as they should be—no horns. For two-strokes, the shorter the intake the better. As you blew past the 25-hp Ducati singles it was proper to sit up and pretend to adjust your goggles. (Jay McNally/Cycle World Archive/)Races were won in the process, yes, but it could have been better if… At Yamaha they did something about it—in 1967 came the TD1-C, whose cylinder plating was so good that you could actually wear out a cylinder (think of it—a thousand miles!). New nodular iron rings no longer broke. And now people were trying Ceriani forks in place of the seal-blowing stocker, and rudimentary disc brakes were being tried. Girling rear shocks (they came on all British bikes of the time) could be fitted with optional softer springs that stopped the pogo effect and increased grip. Change. This very early bike still has the watermelon-shaped gas tank of the RD48 250 GP bike which gave its T1 chassis for use in “stock”-based US AMA racing. Pipes are rigidly mounted at both ends, but Yamaha soon learned better. If that thin sheet aluminum tank touched the frame anywhere, a crack appeared immediately. So it sat on special molded rubber cushions at front, rear, and middle. Just try to find an original petcock for that tank! Those are the short little Suzuka pipes with their giant 1-inch tail pipes. Next try was the longer pipes on B-models with smaller tail pipes. Brave beginnings, learning every day. (Yamaha /)Looking back at the B-model from the C made it seem pitiful—like a collection of amateur mistakes. But that’s how design evolves—you build your best idea and try it in the real world. Parts break or don’t work as planned, and better solutions are developed. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Today, occasionally the owner of one of the modern breed of Hinckley Triumphs decides to try a classic—say, a 1966 Bonneville. The first reaction is the normal clumsiness of learning kickstarting in place of button pressing. Once the engine starts comes the question, “Did they all vibrate like that?” After that comes the need to learn “the English roll,” which is how riders of the past dealt with the combo of unstable idle and a tendency to cut if the throttles were lifted too quickly. The trick is to make your wrist motion look decisive, while actually not moving too fast for those good old pot-metal carbs. Don Vesco on his ex-Team Cycle World Yamaha TD-1 at Carlsbad Raceway in Southern California. (Cycle World Archive /)For the sake of fairness, two things strike me. First, the bikes of the past represented the best solutions of their time, so those of us who saw them in showrooms (rather than at today’s vintage meets) remember them as a new dawn. And second, we ourselves were new and unsophisticated, so those bikes which now seem so quaint were then the blaze of new creation. That state of mind is rewarding at any age and as I assemble TD1-B #189, I feel tinglings of that original brand-new-in-the-crate enthusiasm and optimism. I become, in some degree, my earlier self. I’m enjoying that. The molded plastic tach and switch panel, and the little bosom fairing are later additions, and the polished aluminum fork crown appears to be TD1-C. Looks like a TZ throttle grip—those 156-prefix stock grips are hard to find! That great big steering-damper adjusting knob is the real thing though—just under the lower end of the steering stem is a miniature clutch that is the dry friction steering damper. When Gary Nixon was bothered with a wobble or two at the Loudon, New Hampshire, AMA National, he’d get through the turns and then busily tighten the damper for the straight. Then he’d quickly unscrew it to have fluid steering where he needed it. The coming of hydraulic steering dampers put an end to all that. (Mark Hoyer /)I do know that if I get as far as starting the engine, the vibration in bars, seat, and pegs will still lie well outside OSHA guidelines and the chance of chipping the chrome in a cylinder will be unchanged from 1965. The rear shock springs will still have their pavement-breaking 125 pounds-per-inch rate. I’m not old! I’m 25 again! That coal-shovel seat back is aluminum, and most of them vibrated off after cracking at the screw holes. Rider Frank Camillieri, with whom I worked in 1968, didn’t bother to replace it. “It’ll just break again.” When at a Canadian CMA event he was asked what kind of oil he put in his fork, he replied, “I dunno, I’ve never looked.” In the void under the rear of the tank can be seen the C-type float bowl bracket (bowls are invisible behind the rear edge of the fairing) which hung down from the chassis in an effort to soften the engine’s vibes. Better was coming—rubber-mounted center-float Mikuni VM30s of the 1969 TD2—new chassis, new suspension, new brakes. (Jay McNally/Cycle World Archive/)Bikes become obsolete but enthusiasm and optimism never do. Source

2020 Ducati Scrambler 1100 Pro (Ducati /)The beefiest of the Ducati Scrambler lineup comes as the 2020 Scrambler 1100 Pro and 1100 Sport Pro. Each model has 1,079cc at its disposal, which gears them toward riders looking for a scrambler with a punch of power in the city (perhaps with a passenger on the newly coated seat), a jaunt down the freeway stretch, and on the twisty back roads. Both models feature traction control, Cornering ABS, and three riding modes. Key components where the 1100 Sport Pro differs include the Öhlins suspension, low-slung handlebars, café racer rearview mirrors, and matte black color scheme with side panels that include the 1100 logo. 2020 Ducati Scrambler 1100 Sport Pro (Ducati /)2020 Ducati Scrambler 1100 Pro/1100 Sport Pro Reviews, Comparisons, And Competition In Cycle World’s First Look Preview of the models, contributor Bruno dePrato concluded that “The new Scrambler 1100 Pro and Sport Pro offer a little extra performance zest over the regular Scrambler 1100 version, and extra safety thanks to the additional electronics. Think of the Scrambler 1100 Sport Pro as the hip grandson of the original Ducati Monster 900.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Interested buyers in the beefy Italian duo may also be interested in the duo from England: the Triumph Scrambler 1200 XC and Scrambler 1200 XE. 2020 Ducati Scrambler 1100 Pro (Ducati /)Ducati Scrambler 1100 Pro/1100 Sport Pro Updates For 2020 Both the 1100 Pro and 1100 Sport Pro feature revamped graphics, new exhaust and seat trim, shorter rear fender, and low plate holder. The Ducati Scrambler 1100 Sport Pro is, well, sportier with a new, narrower, and shorter handlebar with café racer-style mirrors, and Öhlins suspension. The 1100 Pro is available in the new Ocean Drive color scheme and the 1100 Sport Pro comes in matte black. 2020 Ducati Scrambler 1100 Sport Pro (Ducati /)2020 Ducati Scrambler 1100 Pro/1100 Sport Pro Claimed Specifications Price $13,495 (1100 Pro)/$15,495 (1100 Sport Pro) Engine Air-cooled L-twin; 2 valves/cyl. Displacement 1,079cc Bore x Stroke 98.0 x 71.0mm Horsepower 83.5 hp @ 7,250 rpm Torque 66.7 lb.-ft. @ 4,750 rpm Transmission 6-speed Final Drive Chain Seat Height 31.9 in. Rake 24.5° Trail 4.4 in. Front Suspension 45mm inverted fork, fully adjustable (1100 Pro)/48mm inverted fork, fully adjustable (1100 Sport Pro) Rear Suspension Preload and rebound adjustable Front Tire 120/80-18 Rear Tire 180/55-17 Wheelbase 59.6 in. Fuel Capacity 4.0 gal. Wet Weight 454 lb. Source

2020 Ducati Scrambler Sixty2 (Ducati /)Priced at $7,995, the 2020 Scrambler Sixty2 is Ducati’s lowest-priced and smallest-displacement scrambler. Ducati claims this model is “inspired by the youth culture of skateboarding, surfing, and pop music,” and makes it attractive to millennials, Gen Zers, and, in general, younger or less-experienced riders with use of the approachable 399cc L-twin engine. That said, it packs premium features like the 10-spoke aluminum wheels wrapped in Pirelli MT 60 RS tires, 2-into-1 low-slung exhaust, 41mm Showa fork, Kayaba rear shock (with adjustable preload), ABS as standard, steel tank, and LED positioning light and taillight. 2020 Ducati Scrambler Sixty2 (Ducati /)2020 Ducati Scrambler Sixty2 Reviews, Comparisons, And Competition Although the price is on the lower end of the Ducati Scrambler spectrum, we still thought that, “Compared to most other sub-500cc motorcycles, the Sixty2, has a premium name and premium price tag that elevates it into a new niche. At $7,995, it’s just $1,000 less than the entry-level Icon 800 in the U.S.” But alongside that “This might be a 400cc motorcycle, but it shares most of the components with a premium bike.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Competition for a smaller-displacement scrambler-esque machine includes Husqvarna’s Svartpilen and Vitpilen 401. Otherwise you can jump up in displacement (and price) to Triumph’s Street Scrambler or other Ducati Scrambler models. 2020 Ducati Scrambler Sixty2 (Ducati /)Ducati Scrambler Sixty2 Updates For 2020 No updates were made to this model. Atomic Tangerine is the available colorway for the US market. 2020 Ducati Scrambler Sixty2 Claimed Specifications Price $7,995 Engine Air-cooled L-twin; 2 valves/cyl. Displacement 399cc Bore x Stroke 72.0 x 49.0mm Horsepower 40.0 hp @ 8,750 rpm Torque 25.1 lb.-ft. @ 8,000 rpm Transmission 6-speed Final Drive Chain Seat Height 31.1 in. Rake 24.0° Trail 4.4 in. Front Suspension 41mm conventional fork, nonadjustable; 5.9-in. travel Rear Suspension Preload adjustable; 5.9-in. travel Front Tire 110/80R-18 Rear Tire 160/60R-17 Wheelbase 57.5 in. Fuel Capacity 3.7 gal. Wet Weight 403 lb. Source

2020 Ducati Scrambler Desert Sled (Ducati /)Evocative of the machines that ruled the Southern California deserts in the ’60s and ’70s the Ducati Scrambler Desert Sled is geared for off road, so you can branch even further off the beaten path. With 19-inch front and 17-inch rear spoked wheels wrapped in Pirelli Scorpion Rally STR tires, an off-road riding mode, abundant suspension travel, a reinforced off-road frame, off-road-style footpegs, motocross-style handlebar, front and rear mud guards, and skid pan, there’s no hiding its off-road capability. Interested? You are most likely one who wants a little more dirt time, but one who also looks for the convenience of riding it from home to desert and back. 2020 Ducati Scrambler Desert Sled (Ducati /)2020 Ducati Scrambler Desert Sled Reviews, Comparisons, And Competition 2018 saw color updates, and in 2017 we found that “Power from that air-cooled mill still feels relatively soft, but the user-friendly delivery means you can break the rear loose with better control and confidence.” Competition for the dirt-inclined Ducati Scrambler Desert Sled includes the Triumph Scrambler 1200 XC and Scrambler 1200 XE ($14,000/$15,400). Ducati Scrambler Desert Sled Updates For 2020 No major updates were announced, but the Desert Sled meets Euro 5 standards. 2020 Ducati Scrambler Desert Sled (Ducati /)2020 Ducati Scrambler Desert Sled Claimed Specifications Price $11,995 Engine Air-cooled L-twin; 2 valves/cyl. Displacement 803cc Bore x Stroke 88.0 x 66.0mm Horsepower 73.0 hp @ 8,250 rpm Torque 49.0 lb.-ft. @ 5,750 rpm Transmission 6-speed Final Drive Chain Seat Height 33.9 in. Rake 24.0° Trail 4.4 in. Front Suspension 46mm inverted fork, fully adjustable; 7.9-in. travel Rear Suspension Preload and rebound adjustable; 4.9-in. travel Front Tire 120/70R-19 Rear Tire 170/60R-17 Wheelbase 59.3 in. Fuel Capacity 3.6 gal. Wet Weight 461 lb. Source

2020 Ducati Multistrada 1260 (Ducati /)With a successful 100,000 units sold since 2003, the Multistrada lineup is one of Ducati’s best-selling. The Multistrada is a sport/adventure-touring motorcycle that embodies “four souls” as Ducati says: It can serve as a sportbike, long-distance tourer, enduro, and everyday commuter. With variants such as the base model, S, S Grand Tour, Pikes Peak, and Enduro, the range is versatile for riders looking for a claimed 158-hp-pumping machine to carve or commute. If you are looking for the most refined, scope out the Pikes Peak or S Grand Tour models. Hitting the dirt? The Enduro model should be your go-to of the pack. And finally, the S, for those who want just a little more features than the base model (i.e., quickshifter, TFT dash, riding modes, and Ducati’s Skyhook Suspension). 2020 Ducati Multistrada 1260 S (Ducati /)2020 Ducati Multistrada 1260/1260 S Reviews, Comparisons, And Competition In the 2020 First Look of the new Multistrada 1260 S Grand Tour, we stated, “In the Multistrada range, the new 1260 S Grand Tour version is second only to the Pikes Peak in terms of ultimate refinement, but it appears very effectively targeted to the real grand touring enthusiasts.” The 2019 Multistrada 1260 S model spun its rear wheel on our in-house dyno, producing 140.45 hp at 9,810 rpm and 87.14 pound-feet of torque at 7,820 rpm. Competition of this adventure-touring model include the BMW R 1250 GS, Honda Africa Twin, KTM 1290 Super Adventure S. 2020 Ducati Multistrada S Grand Tour (Ducati /)Ducati Multistrada 1260 Updates For 2020 The Ducati Multistrada 1260 comes in five different variations to suit a range of rider needs. These include the 1260 ($18,995), 1260 S ($21,295), 1260 S Grand Tour (new version—$23,295), 1260 Pikes Peak ($25,795), and 1260 Enduro ($22,095). 2020 Multistrada 1260 Enduro (Ducati /)2020 Ducati Multistrada 1260 Claimed Specifications Price $18,995–$25,795 Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 1,262cc Bore x Stroke 106.0 x 71.5mm Horsepower 158.0 hp @ 9,500 rpm Torque 95.0 lb.-ft. @ 7,500 rpm Transmission 6-speed Final Drive Chain Seat Height 32.5–33.3 in. (adjustable) Rake 25.0° Trail 4.4 in. Front Suspension 48mm inverted fork, fully adjustable; 6.7-in. travel Rear Suspension Fully adjustable monoshock unit, remote spring preload adjustment; 6.7-in. travel Front Tire 120/70ZR-17 Rear Tire 190/55ZR-17 Wheelbase 62.4 in. Fuel Capacity 5.3 gal. Wet Weight 511 lb. Source